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INDIAN RAILWAYS

(Open Lines)

GENERAL RULES (1976)

together with the

SUBSIDIARY RULES AND APPENDIX

of the

SOUTHERN RAILWAY

Corrected

Upto

Correction Memo

No. 02/ 2022 dated 12.05.2022

(for the guidance of Railway Servants)

 PREFACE

1. The General Rules for Indian Railways (Open Lines) 1976 together with the Subsidiary
Rules of the Southern Railway are herewith published for the guidance of the staff.

2. (a) The General Rules are printed in bold type while the Subsidiary Rules are in smaller
type and are further distinguished by prefixing letters S.R.
(b) The Subsidiary Rules are not serially numbered but bear the same number as the
General Rules which they explain or amplify.
(c) The Subsidiary Rules shall be read in conjunction with the General Rules and are
equally binding on the staff.
3. Every railway servant is bound by the terms of his employment and under Section 175 of the
Railways Act, 1989 (Act No.24 of 1989) to obey the Subsidiary Rules, Special Instructions,
General Rules and the Departmental Rules in force on the Railway upon which he is
employed.
4. This Book of Rules is to be carefully studied and kept ready for use, and when issued to a
Railway servant shall be retained by him throughout his service. All alterations or corrections
that may be notified subsequent to the publication of this book shall be incorporated as may
be directed from time-to-time.
5. This book is the property of the Administration and shall be returned by the holder on his
leaving service.
6. Should any order not be fully understood by any railway servant, he should refer to his
immediate superior for clarification. i
7. No order contained in this book shall be varied, superseded or suspended except under the
express authority of the Chief Operations Manager in writing, and no railway servant of the
Administration shall be excused for neglect of any rule herein laid down by reason of such
rule having been allowed, either by himself or by his predecessors to fall into abeyance or
disuse. Nor shall ignorance of a rule be accepted as justifiable plea for disregarding it.
8. This book supersedes all previous General and Subsidiary Rules Books of this Railway.

R. JAYARAM

Chief Operations Manager

(Authorised Officer)

ii
 GOVERNMENT OF INDIA

MINISTRY OF RAILWAY

(Railway Board)

No. 69-RR/4

Dated New Delhi, the 11th February, 1976

RESOLUTION

General Rules for Indian Railways (Open Lines) 1976 administered by the
Government, and for the time being used for the public carriage of passengers, animals
or goods.

1. The considerable advance made in recent years in methods of signalling and interlocking,
modes of traction and introduction of new types of equipment necessitated a revision of the
General Rules, which had been revised last in 1929, for working Open Lines of Railways in
India. The revision of these rules was also advocated by the Railway Accidents Committee,
1962, and the Railway Accidents Inquiry Committee, 1968, who desired that the revision of
the Rules should be consistent not only with the conditions obtaining at present but likely to
obtain in the foreseeable future, and emphasised the need for keeping the basic
complexion of rules intact while at the same time providing for technological changes in
recent years.

2. For this purpose, a committee composed of officers selected from the Traffic and Signal
Departments was appointed by the Railway Board in 1968. The committee submitted a set
of draft rules for consideration by the Board in February, 1970. The Commission of Railway
Safety, whose comments were also invited, did not favour the adoption of these draft rules,
which had proposed the abolition of certain existing fundamental concepts such as
classification of stations, minimum equipment of signals for each class of station, etc. In the
Annual Report for 1971-72, the Commission stated that a wholesale revision and re-
arrangement of the rules which formed the basis of train working and safety of operations
for over 100 years and which were ingrained in the

iii
 minds of thousands of railway staff, would not be desirable. Accordingly, the Commission
conveyed to the Railway Board its inability to agree to the adoption of the new General
Rules as drafted.

3. In consideration of the strong views expressed by the Commission of Railway Safety and
the positive recommendations of the Railway Accidents Committee, 1962, and the Railway
Accidents Inquiry Committee, 1968, Member Traffic, Railway Board, decided in September,
1972, that the revision of the existing General Rules should be so undertaken as to be in
consonance with these views and to cover such aspects only of the existing rules as
require modification in the light of the technological changes or where certain existing rules
have outlived their use. A fresh revision of the General Rules was accordingly taken up by
the Safety Directorate in consultation with other Directorates of the Railway Board.

4. A provisional issue of the revised General Rules was circulated to the Railway
Administrations; the Research, Designs and Standards Organization; the Commission of
Railway Safety; Railway Staff College, Vadodara; Indian Railways Institute of Signal
Engineering and Tele-communications, Secunderabad; Indian Railways Institute of
Mechanical and Electrical Engineering Jamalpur; etc., for criticism and suggestions under
Government of India, Ministry of Railways (Railway Board) letter No.68-RR/2/Vol.V, dated
25th July, 1974.

5. The exhaustive views and comments received from the Railway Administrations, the
Commission of Railway Safety, other Railway Institutions and the Ministry of Law, having
been considered by Member Traffic, Railway Board, in consultation with the concerned
Directorates, a complete revised set of General Rules for Railways administered by the
Government have now been framed, sanctioned and issued by the Central Government
with Notification No.69-RR/4 of this day’s date to

iv
 be brought into use on such date as the Central Government may, by notification in the
Official Gazette, appoint.

6. The Central Government desire that the said rules may be brought to the notice of the
Administrations of the several railways not administered by the Government and that the
Heads of Railway Administrations of such railways may be invited to submit a formal
application for the adoption of the rules, with such modifications (if any) as may be
considered necessary in each case.

Order - Ordered that this Resolution, with its enclosures, be published under a Notification
in the Official Gazette as required by Section 47 of the Indian Railways Act, 1890 (9 of
1890), and that a copy thereof be kept open for inspection at railway stations as directed by
sub-section (6) of the same section, also that a copy of this Resolution and of its
enclosures be communicated to the Governments, Administrations and Officers, noted
below, for information.

B.M.KAUL

Member Traffic, Railway Board,

and

Ex-Officio Secretary to the Government of India

Documents accompanying:-

General Rules for Indian Railways (Open Lines), 1976 administered by the Government.
 GOVERNMENT OF INDIA

MINISTRY OF RAILWAYS

(Railway Board)

No. 69 – RR / 4

Dated the 11th February, 1976

NOTIFICATION

In exercise of the powers conferred by section 47 of the Indian Railways Act, 1890 (9 of 1890),
the Central Government hereby make the following General Rules for all the Railways in India
administered by the Government and for the time being used for the public carriage of
passengers, animals or goods.
 Home

ARRANGEMENT OF RULES

Rules Subject

CHAPTER I

PRELIMINARY

1.01 Short title and commencement

1.02 Definitions
1.03 Classification of stations

CHAPTER II

RULES APPLYING TO RAILWAY SERVANTS GENERALLY

2.01 Supply of copies of rules

2.02 Upkeep of the copy of rules
2.03 Knowledge of rules
2.04 Assistance in observance of rules
2.05 Prevention of trespass, damage or loss
2.06 Obedience to rules and orders
2.07 Attendance for duty
2.08 Absence from duty
2.09 Taking alcoholic drink, sedative, narcotic, stimulant drug or preparation
2.10 Conduct of railway servants
2.11 Duty for securing safety

CHAPTER III
SIGNALS
A. General Provisions
3.01 General use of signals
3.02 Kinds of signals
3.03 Use of night signals by day
3.04 Placing of signals and signal arms; painting of signal arms

B. Description of Fixed Signals

3.05 Use of fixed signals

3.06 Description of Warner signals and their indications
3.07 Description of Distant signals and their indications

Vii
3.08 Description of Stop signals and their indications
3.09 Kinds of fixed Stop signals for approaching trains
3.10 Kinds of fixed Stop signals for departing trains
3.11 Intermediate Block Stop Signal
3.12 Kinds of fixed Stop signals in Automatic Block territories
3.13 Calling-On Signals
3.14 Shunt signals
3.15 Co-acting signals
3.16 Repeating signals
3.17 Distinguishing markers and signs for Signals
3.18 Signals out of use
3.19 Placing of Stop signals at diverging junctions
3.20 Placing of Stop signals at converging junctions
3.21 Signals on bracket post or signal bridge or gantry
3.22 Placing of more than one signal on the same post
3.23 Electric repeater
3.24 Back-lights

C. Equipment of Signals

3.25 Obligation to provide fixed signals at stations

3.26 Commissioning of fixed signals
3.27 Minimum equipment of fixed signals at stations provided with manually
operated multiple-aspect signalling
3.28 Minimum equipment of fixed signals at stations provided with modified
lower quadrant signalling
3.29 Minimum equipment of fixed signals at other stations provided with
two- aspect signaling
3.30 Additional fixed signals at stations generally
3.31 Signals at class ‘D’ stations
3.32 Provision of an Advanced Starter, Shunting Limit Board or Block Section
limit Board
3.33 Exceptions to Rules 3.27, 3.28, 3.29 and 3.32
3.34 Fixed signals at level crossings
3.35 Protection and working of points of outlying sidings

D. Working of Signals and Points

3.36 Fixed signals generally

3.37 Normal aspect of signals

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3.38 Points affecting movement of train
3.39 Locking of facing points
3.40 Conditions for taking ‘off’ Home signal
3.41 Conditions for taking ‘off’ Outer signal
3.42 Conditions for taking ‘off’ Last Stop Signal or Intermediate Block
Stop signal
3.43 Conditions for taking ‘off’ Warner signal
3.44 Conditions for taking ‘off’ Gate Stop signal
3.45 Conditions for taking ‘off’ Calling-on-signal
3.46 Use of fixed signals for shunting
3.47 Taking ‘off’ signals for more than one train at a time
3.48 Stoppage of trains out of course at stations provided with two-
aspect signalling
3.49 Care and lighting of signal lamps
3.50 Traps, slip sidings and catch sidings
3.51 Points

E. Hand Signals

3.52 Exhibition of hand signals

3.53 Stop hand signal
3.54 Proceed hand signal
3.55 Proceed with caution hand signal
3.56 Hand signals for shunting
3.57 Banner flags
3.58 Knowledge and possession of hand signals

F. Detonating Signals

3.59 Description of detonating signals

3.60 Method of using detonators
3.61 Placing of detonators in thick, foggy or tempestuous weather impairing
visibility
3.62 Placing of detonators in case of obstruction
3.63 Replacement of detonators on the line
3.64 Knowledge and possession of detonators

G. Flare Signals

3.65 Description of flare signals

3.66 Use of flare signals
3.67 Knowledge and possession of flare signals

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 H. Defective fixed Signals and Points

3.68 Duties of Station Master generally when a signal is defective

3.69 Duties of Station Master when an approach Stop signal is defective Duties
3.70 of Station Master when a departure Stop signal is defective Warner or
3.71 Distant signals defective in the ‘off’ position
3.72 Warner not to be used when Stop signal is defective
3.73 Passing of a Gate Stop signal at ‘ON’
3.74 Absence of a fixed signal or a signal without a light
3.75 Passing of Intermediate Block Stop signal at ‘ON’
3.76 Intimation to officials when defects remedied
3.77 Defective or damaged points etc.
3.78 Duties of engine crew in respect of signals
3.79 Duties of Loco Pilot in respect of a Calling-on signal
3.80 Duties of Loco Pilot when an approach Stop signal is ‘on’ or defective
3.81 Duties of Loco Pilot when a departure Stop signal is ‘on’ or defective
3.82 Permission before entering on or crossing a running line
3.83 Assistance of the engine crew regarding signals
3.84 Duties of Loco Pilot as to signals when two or more engines are attached
to train
3.85 Reporting of defects in signals

CHAPTER IV

WORKING OF TRAINS GENERALLY

A. Timing and Running of Trains

4.01 Standard time

4.02 Adherence to advertised time

4.03 Setting watch

4.04 Time of attendance for train crew

4.05 Proper running line

4.06 Direction of running

4.07 Supply of Working Time Table and Schedule of Standard Dimensions

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 B. Speed of Trains

4.08 Limits of speed generally

4.09 Caution Order
4.10 Limits of speed over facing points
4.11 Limits of speed while running through
4.12 stations Engine pushing
4.13 Limits of speed with engine tender foremost

C. Equipment of Trains and Train Crew

4.14 Headlight and marker lights

4.15 Tail and side lights
4.16 Tail board or tail lamp
4.17 Responsibility of Station Master regarding tail board or tail lamp
of passing trains
4.18 Means of communication
4.19 Guard’s and Loco Pilot’s equipment
4.20 Manning of engine in motion
4.21 Driving an electric train
4.22 Riding on engine or tender
4.23 Brake – Vans
4.24 Position of brake – van on train
4.25 Guards
4.26 Couplings

D. Vehicles and Cranes

4.27 Cranes
4.28 Loading of vehicles
4.29 Damaged or defective vehicles

E. Precautions before Starting Train

4.30 Loco Pilot and Guard to examine notices before

4.31 starting Examination of trains before starting
4.32 Examination of train by Loco Pilot
4.33 Examination of single and multiple units by Loco Pilot
4.34 Duties of Guard when taking over charge of a train
4.35 Starting of trains
4.36 Guard to be in-charge of train
4.37 Subordination of Guards in stations limits
4.38 Firemen and Assistant Loco Pilots to obey Loco Pilots

xi
4.39 Loco Pilot to obey certain orders

F. Duties of Staff Working Trains during Journey

4.40 Loco Pilot and Fireman or Assistant Loco Pilot to keep a good
look-out
4.41 Loco Pilot and Fireman or Assistant Loco Pilot to look back
4.42 Exchange of signals between Loco Pilot, Guard and station staff
4.43 Guard to keep a good look-out
4.44 Train held up at First Stop signal
4.45 Attracting attention of Loco Pilot
4.46 Assistance from Guard’s hand brake
4.47 Application of Guard’s hand brake
4.48 Permission of Guard to detach engine from train
4.49 Starting and stopping of train
4.50 Sounding of engine whistle
4.51 Bell signals between Loco Pilot and Guard
4.52 Throwing out water, fire or cinders
4.53 Hose or water crane
4.54 Passengers

G. Duties of staff on Arrival

4.55 Shutting off power

4.56 Guard to see that train is stopped clear of fouling marks
4.57 Detaching engine
4.58 Loco Pilot to see that train is stopped clear of fouling marks
4.59 Moving of train carrying passengers after it has been stopped at
a station
4.60 Guard not to leave train till handed over
4.61 Loco Pilot not to leave engine when on duty

H. Working of Material Trains

4.62 Working of a Material train in a block section

4.63 Workers on Material train
4.64 Protection of Material train when stabled
4.65 Working of track maintenance machines

I .Private Engines and Vehicles

4.66 Private engines and vehicles

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 CHAPTER V

CONTROL AND WORKING OF STATIONS

5.01 Responsibility of the Station Master for working

5.02 Supply of copies of rules and distribution or exhibition of other documents
5.03 Obedience to orders and keeping of books and returns
5.04 Signal cabins
5.05 Report of neglect of duty
5.06 Station Working Rules
5.07 Forms
5.08 Access to and operation of equipment
5.09 Reception of a train on an obstructed line
5.10 Reception of a train on a non-signalled line
5.11 Departure of a train from a non-signalled line
5.12 Departure of a train from a line provided with a common departure signal
5.13 Control of shunting
5.14 Responsibility for shunting
5.15 Shunting at stations under Centralised Traffic Control
5.16 Shunting during reception of trains
5.17 Shunting near level crossing
5.18 Drawing of a train to an advanced position at night or in thick, foggy or
tempestuous weather impairing visibility
5.19 Obstruction of running line
5.20 Shunting on gradients
5.21 Loose shunting
5.22 Leaving vehicles in sidings outside station limits
5.23 Securing of vehicles at station

CHAPTER VI

ACCIDENTS AND UNUSUAL OCCURRENCES

6.01 Accident or obstruction

6.02 Working in case of accident or failure of communications
6.03 Protection of trains stopped between stations
6.04 Trains unusually delayed
6.05 Sending advice of accident or breakdown
6.06 Train in a block section without authority to proceed

xiii
6.07 Report of conditions likely to affect running of trains to Controller
or Centralised Traffic Control Operator
6.08 Train parting
6.09 Portion of train left in a block section
6.10 Fire
6.11 Vehicles escaping from station
CHAPTER VII
SYSTEMS OF WORKING
7.01 Systems of working
7.02 Applicability of General Rules referring to the working of signals
and trains

CHAPTER VIII
THE ABSOLUTE BLOCK SYSTEM
A. Essentials
8.01 Essentials of the Absolute Block System

B. Conditions for granting Line Clear

8.02 Conditions for granting Line Clear at a class ‘A’ station

8.03 Conditions for granting Line Clear at a class ‘B’ station

8.04 Conditions for granting Line Clear at a class ‘C’ station

C. Obstruction – Double Line

8.05 Obstruction on double line at a block station when a train is

approaching
8.06 Obstruction on double line in the block section

D. Obstruction – Single Line

D.1. Class “A” Stations

8.07 Obstruction on single line at a class ‘A’ station when a train

is approaching

8.08 Obstructing the block section at a class ‘A’ station on single line

D.2. Class “B” Stations

8.09 Obstruction in the face of an approaching train at a class ‘B’ station

on single line
8.10 Obstruction within station section at a class ‘B’ station on single line

xiv
8.11 Obstruction outside station section at a class ‘B’ single line station
equipped with two-aspect signals
8.12 Obstruction outside station section at a class ‘B’ single line station
equipped with manually operated Multiple Aspect signals
8.13 Obstruction outside the First Stop signal at a class ‘B’ station on single
line

E. General Provisions

8.14 Block back or Block forward

8.15 Authority for shunting or obstruction in block section
8.16 Illustrative diagrams

CHAPTER IX
THE AUTOMATIC BLOCK SYSTEM
A. Rules applicable to Double Line

9.01 Essentials of the Automatic Block System on double line

9.02 Duties of Loco Pilot and Guard when an Automatic Stop Signal on double
line is to be passed at ‘ON’

B. Rules applicable to Single Line

9.03 Essentials of the Automatic Block System on single line

9.04 Minimum equipment of fixed signals in Automatic Block territory on single
line
9.05 Additional fixed signals in Automatic Block territory on single line
9.06 Conditions for taking ‘off’ Manual Stop signals in Automatic Block territory
on single line
9.07 Duties of Loco Pilot and Guard when an Automatic Stop signal on single
line is to be passed at ‘On’
9.08 Person in-charge of working trains on Automatic Block System on single
line

C. Rules applicable to both Double and Single lines

9.09 Working of trains on Centralised Traffic Control territory

9.10 Protection of a train stopped in an Automatic block signalling section
9.11 Loco Pilot to report failures
9.12 Procedure during failure of Automatic signalling
9.13 Movement of trains against the direction of traffic on the Automatic Block
System

xv
9.14 Procedure when Semi-Automatic Stop signal is ‘on’
9.15 Passing a Gate Stop signal at ‘on’ in Automatic signalling territory
9.16 Illustrative diagrams

CHAPTER X
THE FOLLOWING TRAINS SYSTEM

10.1 Essentials of the following Trains System

10.2 Report to the Commissioner of Railway Safety
10.3 Conditions to be observed in working trains on the Following Trains
System
10.4 Delivery of authority to proceed to Loco Pilot or Guard on the Following
Trains System
10.5 Authority to proceed on the Following Trains System
10.6 Responsibility as to proper preparation of authority to proceed on the
Following Trains System
10.7 Obstruction in face of approaching train or trains on the Following
Trains System
10.8 Cessation of working on the Following Trains System
10.9 Protection of trains on the Following Trains System

CHAPTER XI
THE PILOT GUARD SYSTEM

11.01 Essentials of the Pilot Guard System

11.02 Conditions to be observed for Following Trains on the Pilot Guard System
11.03 Pilot Guard’s dress or badge
11.04 Pilot Guard to accompany train or give authority to proceed
11.05 Pilot Guard’s Tickets
11.06 Protection of trains on the Pilot Guard System

CHAPTER XII
THE TRAIN – STAFF AND TICKET SYSTEM

12.01 Essentials of the Train – staff and Ticket System

12.02 System where applicable
12.03 Conditions to be observed for following trains on the Train Staff
and Ticket System
12.04 Loco Pilot to have Train – staff or Train – staff Ticket

xvi
12.05 Train – staff or Train – staff Ticket ; by whom to be delivered to Loco Pilot
12.06 Train – staff or Train – staff Ticket ; when to be delivered to Loco Pilot
12.07 Train – staff to be kept on engine
12.08 Train not to be started until Train – staff returned
12.09 Train – staff or Train – staff Ticket to be given up and Ticket to be
cancelled on arrival of train
12.10 Procedure when engine is disabled on the Train – staff and Ticket System
12.11 Train – staff Tickets ; how kept
12.12 Train – staff ; how kept
12.13 Distinguishing marks on Train – staff Tickets and boxes
12.14 Form of Train – staff Ticket
12.15 Record of Train – staff Ticket issued
12.16 Obstruction outside the Home signal
12.17 Protection of trains on the Train – staff and Ticket System

CHAPTER XIII

THE ONE TRAIN ONLY SYSTEM

13.01 Use of the One Train Only System

13.02 Essentials of the One Train Only System
13.03 Authority to enter the section
13.04 Procedure in case of accident or disablement on the One Train
Only System

CHAPTER XIV BLOCK

WORKING

A. General Provisions

14.01 Means of granting or obtaining Line Clear

14.02 Provision of instruments
14.03 Consent required before interfering with block working equipment

B. Block Stations at which Electrical Block Instruments,

Track Circuits or Axle counters are provided

14.04 Certificate of competency

14.05 Bell code
14.06 Acknowledgement of signals
14.07 Train Signal Register

xvii
14.08 Authority to proceed
14.09 Loco Pilot to examine authority to proceed
14.10 Conditions for closing the block section
14.11 Responsibility of Station Master as to authority to proceed
14.12 Special responsibility as to electrical token instruments and to the token
14.13 Failure of electrical block instruments or track circuits or axle counters
14.14 Closing of Intermediate Block Post

C. Block Stations at which Electrical Block

Instruments are not provided

14.15 Transmission of signals

14.16 Train Signal Register
14.17 Forms for messages and written authority to proceed
14.18 Distinction of messages
14.19 Writing and signing of messages and written authorities to proceed
14.20 Completion of messages
14.21 Preservation of messages and written authorities to proceed
14.22 Cancellation of Line Clear
14.23 Loco Pilot to have authority to proceed
14.24 Authority to proceed ; when to be given to Loco Pilot

D. Line Clear Tickets

14.25 Line Clear Tickets

E. Use and Operation of Block Working Equipment

14.26 Use and operation of block working equipment

CHAPTER XV

PERMANENT WAY AND WORKS

A . Railway Servants employed on the Permanent Way or Works

15.01 Condition of Permanent Way and Works

15.02 Maintenance of line

15.03 Keeping of Material

15.04 Inspection of Permanent Way and Works

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15.05 Patrolling of lines
15.06 Works involving danger to trains or traffic
15.07 Works in thick, foggy or tempestuous weather impairing visibility
15.08 Precautions before commencing operations which would obstruct the
15.09 line Showing of signals
15.10 Assistance in protection of trains
15.11 Gangmate in each gang
15.12 Knowledge of signals and equipment of gang
15.13 Inspection of gauges, signals, tools and implement
15.14 Responsibility of Gangmate as to safety of line
15.15 Blasting
15.16 Putting in or removing points or crossings
15.17 Duties of Gangmate and Gangman when apprehending danger

B. The Working of Lorries, Trolleys and Motor Trolleys

15.18 Distinction between trolly, lorry and motor trolly

15.19 Red flag or light to be shown
15.20 Equipment of trolly, lorry or motor trolly
15.21 Efficient brakes
15.22 Qualified person to be in-charge of lorry or trolly when on the line
15.23 Attachment to train prohibited
15.24 Time of running
15.25 Motor Trolly
15.26 Protection of trolly on the line
15.27 Protection of lorry on the line
15.28 Lorries and Trolleys out of use

CHAPTER XVI

LEVEL CROSSINGS

16.01 Knowledge of signals

16.02 Supply and care of equipment
16.03 Road traffic
16.04 Gateman to observe passing trains
16.05 Channel for flange of wheels

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16.06 Defects at level crossings

16.07 Obstructions at level crossings

16.08 Parting of a train

16.09 Trespassing

16.10 Transfer of charge of gate

16.11 Height gauges

CHAPTER XVII

WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS

17.01 Applicability of General Rules

17.02 Special definitions applicable to this Chapter
17.03 Inspection of electrical way and works
17.04 Permit-to-work on electrical equipment
17.05 Warning to staff and public
17.06 Alterations to track
17.07 Tripping of circuit breakers of locomotives and electrical multiple units at
neutral sections
17.08 Tower wagon
17.09 Additional rules for electrified sections

CHAPTER XVIII

MISCELLANEOUS

18.01 Repeal and Saving

APPENDIX
 INDIAN RAILWAYS
(Open Lines)
GENERAL RULES (1976)
Together with the
SUBSIDIARY RULES AND APPENDIX
of the
SOUTHERN RAILWAY
(Code: G.R.S.)
(Reprinted in 1999 incorporating Correction Memo
issued up to 01.10. 2003)
(for the guidance of Railway Servants)

PREFACE
1. The General Rules for Indian Railways (Open Lines) 1976 together with the Subsidiary Rules of the
Southern Railway are herewith published for the guidance of the staff.
2. (a) The General Rules are printed in bold type while the Subsidiary Rules are in smaller type and are
further distinguished by prefixing letters S.R.
(b) The Subsidiary Rules are not serially numbered but bear the same number as the General
Rules,
which they explain or amplify.
(c) The Subsidiary Rules shall be read in conjunction with the General Rules and are equally binding
on the staff.
3. Every railway servant is bound by the terms of his employment and under Section 175 of the Railways
Act, 1989 (Act No. 24 of 1989) to obey the Subsidiary Rules, Special Instructions, General Rules and
the Departmental Rules in force on the Railway upon which he is employed.
4. This Book of Rules is to be carefully studied and kept ready for use, and when issued to a railway
servant shall be retained by him throughout his service. All alterations or corrections that may be
notified subsequent to the publication of this book shall be incorporated as may be directed from time-
to-time.
5. This book is the property of the Administration and shall be returned by the holder on his leaving
service.
6. Should any order not be fully understood by any railway servant, he should refer to his immediate
superior for clarification.

Page i
7. No order contained in this book shall be varied, superseded or suspended, except under the
express authority of the Chief Operations Manager in writing, and no railway servant of the
Administration shall be excused for neglect of any rule herein laid down by reason of such rule
having been allowed, either by himself or by his predecessors to fall into abeyance or disuse.
Nor shall ignorance of a rule be accepted as justifiable plea for disregarding it.
8. This book supersedes all previous General and Subsidiary Rules Books of this Railway.

R. JAYARAM

Chief Operations Manager

(Authorised Officer)
Page ii
 Back to Index

CHAPTER I

PRELIMINARY

1.01. Short title and commencement:-

GR 1.01 Short title and commencement: -

(1) These rules may be called the Indian Railways (Open Lines) General (First Amendment)
Rules, 2022.

(2) They shall come into force on the date of their publication in the official Gazette.

( C.M.No.02/2022 dated 12.05.2022)

1.02 Definitions. –

In these rules, unless the context otherwise requires. –

(1) “Act” means the Railways Act, 1989 (24 of 1989);

(2) “Adequate distance” means the distance sufficient to ensure safety;

(3) “Approaching lighting” means an arrangement in which the lighting of signals is

controlled automatically by the approach of a train;

(4) “Approved special instructions” means special instructions approved of or

prescribed by the Commissioner of Railway Safety;

(5) “Authorized officer ” means the person who is duly empowered by general or special
order of the Railway Administration, either by name or by virtue of his office, to issue
instructions or to do any other thing;
S.R. 1.02(5)(i)- SR 1.02 (5) (i) The Principal Chief Operations Mangager is the “authorized
Officer” for the Southern Railway. ( C.M.No.1/2019 dated 23.01.2019 )

(6) “Authority to proceed” means the authority given to the Loco Pilot of a train,under the
system of working, to enter the block section with his train;

(7) “Axle counter” means an electrical device which, when provided at two given points
on the track, proves by counting axles in and counting axles out, whether the section of the
track between the said two points is clear or occupied;

(8) “Block back” means to despatch a message from a block station intimating to the
block station immediately in rear on a double line, or to the next block station on either side on a
single line, that the block section is obstructed or is to be obstructed;

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(9) “Block forward” means to despatch a message from a block station on a double
line intimating to the block station immediately in advance the fact that the block section in
advance is obstructed or is to be obstructed;

(10) “Block section” means that portion of the running line between two block
stations on to which no running train may enter until Line Clear has been received from the
block station at the other end of the block section.

Note. - For limits of block section see Rule 8.16.

(11) “Centralised Traffic Control” means a system by which the working of trains
over a route, to which the system applies, is governed by fixed signals remotely controlled
from a designated place;

(12) “Centralised Traffic Control Operator” means the person on duty who may for
the time being be responsible for the working of trains on the Centralised Traffic
Control;

(13) “Commissioner of Railway Safety” means a “Commissioner of Railway

Safety” appointed to exercise any functions under the Act and includes the “Chief
Commissioner of Railway Safety”;

(14) “Competent railway servant” means a railway servant duly qualified to

undertake and perform the duties entrusted to him;

(15) “Connections” when used with reference to a running line, means the points
and crossings or other appliances used to connect such line with other lines or to cross it;

(16) “Controller” means a railway servant on duty who may for the time
being be responsible for regulating the working of traffic on a section of a railway provided
with the system of speech communication.

(17) “Day” means from Sunrise to Sunset;

S.R. 1.02 (17)(i) (a) “Sunrise” means the time at which signals or other objects can be
seen without the aid of a light.

(b) “Sunset” means the time at which signals or other objects cannot be seen without
the aid of a light.

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(18) “Direction of traffic” means-

(a) On a double line, the direction for which the line is signalled;

(b) On a single line, the direction for the time being established, under the system
of working, to allow trains to move in that direction;

(19) “Loco Pilot” means the engine Loco Pilot or any other competent
railway servant for the time being in charge of driving a train;

(20) “Electrical communication instrument” means either a telephone or a

Morse telegraph instrument;

(21) “Facing and trailing points”: Points are facing or trailing in accordance
with the direction a train or vehicle moves over them. Points are said to be facing points when by
their operation a train approaching them can be directly diverted from the line upon which it is
running;

(22) “Fixed signal” means a signal of fixed location indicating a condition affecting
the movement of a train and includes a semaphore arm or disc or fixed light for use by day and
fixed light for use by night;

(23) “Fouling mark” means the mark at which the infringement of fixed
Standard Dimensions occurs, where two lines cross or join one another;

(24) “Gangman” means a railway servant employed on permanent way or

work connected therewith;

(25) “Gangmate” means the person in charge of a gang of workmen employed

on permanent way or work connected therewith;

(26) “Gateman” means a competent railway servant posted at a level crossing

for working the gates;

(27) “Goods train” means a train (other than a material train) intended solely
or mainly for the carriage of animals or goods;

(28) “Guard” means the railway servant in charge of a train and includes a
Brakes man or any other railway servant who may, for the time being, be performing the duties of
a Guard;

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(29) “Inspector of Way or Works” means any Inspector or Assistant

Inspector responsible for the construction or maintenance of permanent way, points and signals,
bridges or other works connected therewith;

(30) “Interlocking” means an arrangement of signals, points and other appliances,

operated from a panel or lever frame, so interconnected by mechanical locking or electrical
locking or both that their operation must take place in proper sequence to ensure safety;

(31) GR 1.02 (31) “Intermediate Block Post” means a class ‘C’ station on a single
line or double line or multiple line remotely controlled from the block station in rear.
( C.M.No.1/2019 dated 23.01.2019 )
(32) “Intermediate Block Signalling” means an arrangement of signalling on single line
or double line or multiple line in which a long block section is split into two portions each
constituting a separate block section by providing an Intermediate Block Post.( C.M.No.1/2019
dated 23.01.2019 )
(33) “Isolation” means an arrangement, secured by the setting of points or
other approved means, to protect the line so isolated from the danger of obstruction from other
connected line or lines;

(34) “Last Stop Signal” means the fixed Stop signal of a station controlling the entry
of trains into the next block section;

(35) “Level Crossing” means the intersection of road with railway track at the
same level;

(36) “Level Crossing Gate” means any form of movable barrier, including a
chain, capable of being closed across the road at the level crossing, but does not include a
wicket or a turnstile for the use of pedestrians;

(37) “Line Clear” means the permission given from a block station to a block station in
rear for a train to leave the latter and approach the former; or the permission obtained by a
block station from a block station in advance for a train to leave the former and proceed towards
the latter;

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(38) “Main Line” means the line ordinarily used for running trains through and
between stations;
S.R. 1.02(38)(i) The “main line” is the through line, as distinguished from the “loop lines”
which take off from such through line. “Platform line” is the line nearest the platform; it need not
necessarily be the “main line”.

(39) “Material train” means a departmental train intended solely or mainly for carriage
of railway material when picked up or put down or for execution of works, either between stations
or within station limits;

(40) “Mixed train” means a train intended for the carriage of passengers and goods, or
of passengers, animals and goods;

(41) “Multiple-aspect signaling” means a signaling arrangement in which

signals display at any one time any one of the three or more aspects and in which the aspect of
every signal is pre-warned by the aspect of the previous signal or signals;

(42) “Night” means from sunset to sunrise;

(43) “Obstruction” and its cognate expressions includes a train, vehicle or obstacle on
or fouling a line, or any condition which is dangerous to trains;

(44) “Overhead equipment” means the electrical conductors over the tracks together
with their associated fittings, insulators and other attachments, by means of which they are
suspended and registered in position for the purpose of electric traction;

(45) “Passenger train” means a train intended solely or mainly for the carriage
of passengers and other coaching traffic and includes a troop train;

(46) “Point and Trap indicators” are not signals, but are appliances fitted to
and working with points to indicate by day or by night the position in which the points are set;

(47) “Running line” means the line governed by one or more signals and
includes connections, if any, used by a train when entering or leaving a station or when passing
through a station or between stations;

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(48) “Running train” means a train which has started under an authority to proceed
and has not completed its journey;

(49) “Shunting” means the movement of a vehicle or vehicles with or without an

engine or of any engine or any other self-propelled vehicle, for the purpose of attaching,
detaching or transfer or for any other purpose;

(50) “Special instructions” means instructions issued from time-to-time by

the authorised officer in respect to particular cases or special circumstances;

(51) “Station” means any place on a line of railway at which traffic is dealt with, or at
which an authority to proceed is given under the system of working;

(52) “Station limits” means the portion of a railway which is under the control of a
Station Master and is situated between the outermost signals of the station or as may be
specified by special instructions

(53) “Station Master” means the person on duty who is for the time being responsible
for the working of the traffic within station limits, and includes any person who is for the time
being in independent charge of the working of any signals and responsible for the working of
trains under the system of working in force;

(54) “Station section” means that section of station limits-

(1) At a class “B” station provided with two-aspect signals which is included-

(a) On a double line, between the Home signal and the Last Stop signal of the
station in either direction; or

(b) On a single line-

(i) Between the Shunting Limit Boards or Advanced Starters (if any), or

(ii) Between the Home signals if there are no Shunting Limit Boards
or Advanced Starters, or

(iii) Between the outermost facing points if there are no Home signals or Shunting Limit
Boards or Advanced Starters;

Note. - To indicate the station section at non-crossing class "B" stations with Outer signals
only, station section posts have been provided and station section at such stations means that section of
station limits which is included between the station section posts.

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(2) At a class “B” station provided with manually operated multiple-aspect

or modified lower quadrant signals, which is included-

(a) On a double line-

(i) Between the outermost facing points and the Last Stop signal of the
station in either direction, or

(ii) Between the Block Section Limit Board where provided, and the Last
Stop signal of the Station in either direction; or

(b) On a single line-

(i) Between the Shunting Limit Boards or Advanced Starters (if any), or

(ii) Between the outermost facing points, if there are no Shunting Limit
Boards or Advanced Starters;

(55) “Subsidiary Rule” means a special instruction which is subservient to the

General Rule to which it relates and shall not be at variance with any General Rule;

(56) “System of working” means the system adopted for the time being for the working
of trains on any portion of a railway;

(57) “Track circuit” means an electrical circuit provided to detect the presence of
a vehicle on a portion of track, the rails of the track forming part of the circuit;

(58) “Train” means an engine with or without vehicles attached, or any self-
propelled vehicle with or without a trailer, which cannot be readily lifted off the track;

(59) “Train Examiner” means a railway servant duly qualified to examine trains
and certify their fitness for safe running and includes any other railway servant who may for the
time being be performing the duties of a Train Examiner;

(60) “Two-aspect signalling” means a signaling arrangement in which each

signal displays at any one time either of the two aspects.

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1.03 Classification of stations. –

(1) Stations shall, for the purpose of these rules, be divided into two
categories- block stations and non-block stations.

(2) Block stations are those at which the Loco Pilot must obtain an authority to proceed
under the system of working to enter the block section with his train; and under the Absolute
Block System consist of three classes-
Class “A” stations - where Line Clear may not be given for a train unless the line on
which it is intended to receive the train is clear for at least 400 metres beyond the Home Signal,
or upto the Starter;

Class “B” stations - where Line Clear may be given for a train before the line has been
cleared for the reception of the train within the station section; and
Class “C” stations-block huts, where permission to approach may not be given for a
train, unless the whole of the last preceding train has passed complete at least 400 metres
beyond the Home Signal, and is continuing its journey. This will also include an Intermediate
Block Post.
(3) Non-block stations or Class “D” stations are stopping places which are situated
between two consecutive block stations, and do not form the boundary of any block section.
S.R. 1.03(i) Any station which cannot be worked under `A', `B', `C' or `D' Class conditions is
termed as “Special” Class. The Station Working Rules for a “Special” Class station shall have the
approval of the Commissioner of Railway Safety.

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CHAPTER II

RULES APPLYING TO RAILWAY SERVANTS GENERALLY

2.01. Supply of copies of rules. – The Railway Administration shall supply-

(a) a copy of these Rules-

(i) to each station,

(ii) to each locomotive running shed, and
(iii) to such other offices as it may prescribe

(b) to each railway servant on whom any definite responsibility is placed by the said rules, a
copy of the rules, or of such portions thereof as relate to his duties, and

(c) to any railway servant a copy of these rules or translation of the said rules or of
such portions thereof as relate to his duties as may be prescribed by special instructions.
(C. Memo No. 1/2009 dated 07.04.2009)

SR 2.01(i) The copy of Rules to be supplied by Railway administration under General rule 2.01 may be
hard copy or electronic copy of the document or relevant extracts thereof.

[Ref: ED/ safety-II, RB letter No.2020/ Safety(A&R)/19/12 dated17.12.2020] ( C.Memo 01/2021 dated 20.01.2021)
2.02. Upkeep of the copy of rules.-
Each railway servant who has been supplied with a copy of these rules, as prescribed under
rule 2.01 shall;
(a) keep it posted with all corrections,
(b) produce the same on demand by any of his superiors,
(c) obtain a new copy from his superior in case his copy is lost or defaced, and

(d) ensure that the staff working under him are supplied with all corrections and that
they also comply with the provisions of this rule.
(C. Memo No. 1/2009 dated 07.04.2009)

2.03. Knowledge of rules.- Every railway servant shall-

(a) be conversant with the rules relating to his duties whether supplied or notwith a copy
or translation of the rules relating to his duties and the Railway Administration shall ensure that he
does so,
(b) pass the prescribed examinations, if any,
(c) satisfy himself that the staff working under him have complied with clauses (a)
and (b), and
(d) if necessary, explain to the staff working under him, the rules so far as these apply
to them.

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2.04. Assistance in observance of rules. -

Every railway servant shall render assistance in carrying out these rules and report promptly
any breach thereof, which may come to his notice, to his superior officer and other authority concerned.

2.05. Prevention of trespass, damage or loss. –

(1) Every railway servant is responsible for the security and protection of the property of the
Railway Administration under his charge.
(2) Every railway servant shall endeavour to prevent-

(a) trespass on railway premises,

(b) theft, damage or loss of railway property,
(c) injury to himself and others, and
(d) fire in railway premises.

2.06. Obedience to rules and orders. –

Every railway servant shall promptly observe and obey-

(a) all rules and special instructions, and
(b) all lawful orders given by his superiors.

2.07. Attendance for duty. –

Every railway servant shall be in attendance for duty at such times and places and for such
periods as may be fixed in this behalf by the Railway Administration and shall also attend at any other
time and place at which his services may be required.

2.08. Absence from duty. –

(1) No railway servant shall, without the permission of his superior, absent himself from
duty or alter his appointed hours of attendance or exchange duty with any other railway servant or leave
his charge of duty unless properly relieved.

(2) If any railway servant while on duty desires to absent himself from duty on the
ground of illness, he shall immediately report the matter to his superior and shall not leave his duty until
a competent railway servant has been placed in charge thereof. Note: Also Refer GR. 5.05

2.09. Taking alcoholic drink, sedative, narcotic, stimulant drug or preparation. –

(1) While on duty, no railway servant shall, whether he is directly connected with the working
of trains or not, be in a state

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of intoxication or in a state in which, by reason of his having taken or used any alcoholic drink, sedative,
narcotic or stimulant drug or preparation, his capacity to perform his duties is impaired.

(2) No railway servant, directly connected with the working of trains, shall take or use any
alcoholic drink, sedative, narcotic or stimulant drug or preparation within eight hours before the
commencement of his duty or take or use any such drink, drug or preparation when on duty.
S.R. 2.09(i) It shall be obligatory on the part of every supervisor to ensure that any staff
working under his control are not allowed to join duty if they are in a state of intoxication/under
the influence of liquor. The supervisor concerned shall be personally responsible to ensure that all
such cases, which come to his notice, are reported by him at the earliest possible opportunity to
the controlling officer. The subjective satisfaction of the supervisor shall be undisputed in this
regard.
S.R. 2.09(ii) It shall be the duty of every Railway employee engaged in duties having a
bearing on safety of trains to report any kind of confirmed or suspected intoxication on the part of
his co-worker, including those belonging to different disciplines, if such employees are able to
decide to their satisfaction that the confirmed or suspected intoxication on the part of the said
co-worker is likely to influence adversely the safe and efficient handling of train operations in
their mutual area of activities.

2.10. Conduct of railway servant. – A railway servant shall-

(a) wear the badge and uniform, if prescribed, and be neat and tidy in his appearance
while on duty,
(b) be prompt, civil and courteous,
(c) not solicit or accept illegal gratification,
(d) give all reasonable assistance and be careful to give correct information to the public,
and
(e) when asked, give his name and designation without hesitation.

2.11. Duty for securing safety:-

(1) Every railway servant shall-

(a) see that every exertion is made for ensuring the safety of the public,
(b) promptly report to his superior any occurrence affecting the safe or proper working of
the railway which may come to his notice, and
(c) render on demand all possible assistance in the case of an accident or
obstruction.

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Chapter - II RULES APPLYING TO RAILWAY SERVANTS GENERALLY

(2) Every railway servant who observes.-

(a) that any signal is defective,

(b) any obstruction, failure or threatened failure of any part of the way or works,
(c) anything wrong with a train, or

(d) any unusual circumstances likely to interfere with the safe running of trains, or the
safety of the public, shall take immediate steps, such as the circumstances of the case may demand, to
prevent accident; and where necessary, advise the nearest Station Master by the quickest possible
means:
Provided that in the case of a train having parted, he shall not show a Stop hand signal but
shall endeavour to attract the attention of the Loco Pilot or Guard by shouting, gesticulating or other
means.

S.R.2.11 (i) Precautions to be taken for working trains during storm and strong wind.
(a) When the warning message forecasting cyclone, storm or strong wind has been
received from the Meteorological Department and/or there is a reasonable doubt that severe storm is
going to break out endangering the safety of passengers, trains etc., the Station Master shall in
consultation with the Guard and the Loco Pilot of the train, detain the train and also refuse to grant
Line Clear to a train coming to his station until storm abates and he considers movements of trains safe.

(b) Should a train be caught on the run in a cyclone, storm or strong wind of intensity
which in the opinion of the Loco Pilot, is likely to endanger the safety of the train, he shall immediately
control the speed of his train and bring it to a stop at the first convenient place taking care as far as
possible to avoid stoppage of the train at places like sharp curves, high embankment and bridges
(including approaches thereof). In controlling the speed and bringing the train to a halt, the Loco Pilot
shall stop his train carefully and without a jerk. He shall restart the train in consultation with the
Guard only after the cyclone, storm or strong wind abates and it is considered safe to proceed.

(c) The Guard and Loco Pilot of the train in co-operation with the Railway staff travelling
in the train shall try to see that doors and windows of the coaches are kept open by the passengers to
allow free passages of the wind through the coaches.

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S.R.2.11 (ii) Anemometers: - In case of vulnerable locations and specially selected bridges
where Anemometers are installed at one of the stations adjacent to bridges, the Station Master
shall take the following actions:- If the Anemometer is indicating wind velocity higher than the
danger level as prescribed by special instructions:
(a) The Station Master shall inform the Section Controller and the Station Master at the
other side immediately about the need to control the movement of trains.
(b) The Station Master shall not start or allow the movement of trains through his station
and also not grant Line Clear to the trains waiting at the adjacent station for his station.
(c) He shall resume normal running of trains in consultation with the Section Controller and
the Station Master at the adjacent station after the wind velocity is again below the danger level as
prescribed by the Special Instructions.
(d)(i) To avoid the danger of vehicles capsizing under high velocity winds, anemometers
have been installed at the following selected stations/locations on this railway to indicate
directly the velocity of wind in knots per hour: -

BRIDGE LOCATION OF
S.No. BLOCK SECTION
No. ANEMOMETER
1 Chennai Beach – Chepauk - Chennai Beach & Chepauk
k
2 Chepauk – Thirumailai - Thirumailai
3 Thirumailai – Velacheri - Velacheri
4 Ariyalur - Sillakkudi 252 Sillakkudi
5 Valadi - Srirangam 375 Srirangam
6 Srirangam - Tiruchirappalli Town 383 Tiruchirappalli Town
7 Mandapam - Pamban 346 Pier No. 56 of the bridge
C. Memo No. 7 dated 15.11.07
(ii) The Anemometers are under the control of the Station Master. Whenever the
Station Master notices that the wind velocity exceeds 41 knots an hour or 72 kmph, the Station
Master shall suspend all train services on the concerned Block Section and inform the Controller on
duty. However, in case of the Scherzer Rolling bridge on the Pamban Viaduct between Mandapam and
Pamban block stations, when the wind velocity is 58 kmph or more , the bridge operator must not
attempt to clear the Anemometer Stop signal and take action as given in the working instructions
applying to Scherzer Rolling bridge at km 656/12-13 on the Pamban Viaduct.
(C.M. No. 02/2020 dt. 18.03.2020).
Note: - (1) An Anemometer is provided in a cabin near the 56 th
Pier of the
viaduct on the Pamban Bridge between Mandapam and Pamban.

(iii) Detailed procedure of working anemometers shall be incorporated in the

concerned Station Working Rules.

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Note:-All block stations on the Chennai Beach - Velacheri section are provided with
anemometers. When the wind velocity exceeds 72 kmph, the Station Master shall take action
to stop all trains at the station. No train shall start from a station when the wind velocity
exceeds 72 kmph on the Chennai Beach - Velacheri section.

In case of trains in midsection, the Stations Master of the nearest block station provided with
anemometer will advise the crew of the train held up in midsection through walkie talkie
about the fact that the wind speed has exceeded 72 kmph and that signals are likely to be at
On and that the loco pilot should proceed to the nearest station at a speed not exceeding 15
kmph duly passing the Automatic Stop signal at On after stopping for 1 minute during day
and 2 minutes during night. The train approaching a block station, shall stop at the reception
signal and will be duly piloted by the Station Master on duty, if the signal is at 'On' .
(Correction Memo No.07/2011 dated 15.11.2011)

S.R. 2.11 (iii) If any Railway Servant notices that a train has parted he shall, in addition to
taking action under the proviso to Rule 2.11 try to attract the attention of the Loco Pilot and Guard
by shouting that the train has parted and at the same time, by day putting both his hands together
above his head and separating them quickly and by night waving a white light vertically up and down
as high and as low as possible.

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CHAPTER III

SIGNALS

A. General Provisions

3.01. General use of signals. - The signals prescribed in these rules shall be used for
controlling the movement of trains in all cases in which exceptions are not allowed by approved special
instructions.
S.R.3.01 (i) (a) “Aspect of a signal” means the appearance (position of arm or colour of light) of a fixed
signal as seen by the Loco Pilot of a train approaching it from the direction (Up or Down) to which it refers.

(b) “Indication of a signal” means the information or meaning conveyed by the aspect of a signal.

(c) “In rear of a signal” means any position on that portion of the line leading upto the signal, in the direction to
which the signal refers to the line. The Loco Pilot of a train approaching the signal is said to be “in rear of
the signal”, so long as he has not passed the signal.

(d) “In advance of a signal” means any position on that portion of the line beyond the signal, as viewed from the
direction in which the signal refers to the line. The Loco Pilot of an approaching train is said to be “in advance of
the signal”, after he has passed the signal. This portion of the line is protected by the signal, if it is a Stop
signal.

3.02 Kinds of signals. - The signals to be used for controlling the movement of trains shall be-
(a) fixed signals,
(b) hand signals,
(c) detonating signals, and
(d) flare signals.

S.R. 3.02(i) A fixed signal is said to be at “on” when it displays its most restrictive aspect and at “off” when it
displays any prescribed aspect other than its most restrictive aspect.

3.03 Use of night signals by day. - The signals prescribed in these rules for use by night
shall also be used by day in tunnels and in thick, foggy or tempestuous weather impairing visibility.

3.04 Placing of signals and signal arms; painting of signal arms. -

(1) Fixed signals shall be clearly visible to the Loco Pilots of trains approaching them and shall
be placed

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immediately to the left of or above the line to which they refer unless otherwise authorized by special
instructions.

(2) In the case of semaphore signals, signal arms shall be placed on left hand side of the
post as seen by the Loco Pilot of any approaching train to which they refer.

(3) (a) Except as provided for in clauses (b) and (c), signal arms shall be painted the same
colour as the light exhibited in the “on” position with a white bar on the side facing trains to which they
refer and white with a black bar on the other side. Such bars shall be parallel with the end of the arms.
(b) In the case of a yellow arm, a black bar shall take the place of the white bar on the side
facing trains.
(c) Calling-on arms shall be painted white with a red bar on the side facing trains to which they
refer, and white with a black bar on the other side.

B. Description of Fixed Signals

3.05. Use of fixed signals. –

(1) Except under approved special instructions, all railways shall be equipped with fixed signals
as prescribed in these rules.

(2) The aspects of a semaphore signal shall be displayed by the position of the arm by day
and by a light or lights by night.
Note: - In the illustrations given in this Chapter, which are not drawn to scale, the day aspect of the semaphore
signal is shown by the position of the arm and the night aspect is shown by the light or lights to the right of the
signal concerned.

(3) The aspects of a colour light and position light signal both by day and bynight shall be the
same and shall be displayed by fixed light or lights.

(4) The arm of a semaphore signal shall work in-

(a) the lower quadrant in two-aspect signalling, and

(b) the upper quadrant in manually operated multiple-aspect signalling.

(5) The “off” position of a semaphore signal shall be displayed by day by the inclined position
of the arm from 45o to 60o below the horizontal in case of two-aspect lower quadrant signals, and 45o
or 900 above the horizontal in case of multiple-aspect upper quadrant signals.

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3.06. Description of Warner signals and their indications.

(1) A semaphore Warner signal has a fish-tailed arm.
(2) A Warner signal is intended to warn a Loco Pilot-
(a) of the condition of the block section ahead, or
(b) that he is approaching a Stop signal.
(3) A Warner signal may be placed either-
(a) on a post by itself with a fixed green light 1.5 to 2 metres above it by night, or
(b) on the same post below the First Stop signal or the Last Stop signal.
(4) When placed in accordance with clause (b) of sub-rule (3), the variable light of the Stop
signal shall take the place of the fixed green light of the Warner signal and the mechanical arrangement
shall be such that the Warner signal cannot be taken “off” while the Stop signal above it is “on”.
(5) The aspects and indications of a semaphore Warner signal are shown below: -

a) Semaphore Warner signal in Two-Aspect Signalling Territory-on a post by itself

“On” position “Off” position

ASPECT Proceed with caution Proceed

Proceed with caution and be
INDICATION
prepared to stop at the next Stop Proceed
signal.

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(b) Semaphore Warner signal in Two-Aspect Signalling Territory-below a Stop signal

“On” Position “Off” Position

ASPECT Stop Proceed with caution

INDICATION Stop dead Proceed with caution and be prepared

to stop at the next stop signal.

Semaphore Warner signal in Two-Aspect Signalling Territory-below a Stop signal

"Off " Position

ASPECT Proceed
INDICATION Proceed

(6) The aspects and indications of a colour light Warner signal are shown below: -

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(a) Colour light Warner signal in Two-Aspect Signalling Territory-on a post by itself

“On” Position “Off” Position

ASPECT Proceed with caution Proceed

Proceed with caution and be
INDICATION prepared to stop at the next Stop Proceed
Signal

(b) Colour Light Warner signal in Two-Aspect Signalling Territory-below a Stop signal

“On” position “Off” position

ASPECT Stop Proceed with caution Proceed

Proceed with caution and be
Stop
INDICATION prepared to stop at the next
dead Stop signal Proceed

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Note: - The “Proceed” aspect of a Warner which works in relation to the First Stop
signal signifies that the block section ahead is clear

(7) A Warner signal with a fixed green light above it by night, on a post by itself, shall
be located at an adequate distance in rear of the Stop signal, the aspect of which it pre-warns:

Provided that when such a Warner signal applies to a Gate Stop signal, it shall not display the
`Proceed' aspect unless there is adequate distance between the Gate Stop signal and the First Stop
signal of the station ahead. The adequate distance in such a case shall never be less than 1200
metres.

(8) Where special circumstances justify the use of an unworked Warner, it shall be secured
in the “On” position and not be coupled or duplicated for directing purposes.

3.07. Description of Distant signals and their indications.

(1) A semaphore Distant signal has a fish-tailed arm.
(2) The aspects and indications of a semaphore Distant signal working in the lower
quadrant are shown below: -

Semaphore Distant signal in Two-Aspect Signalling Territory

“On”Position “Off” Position

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ASPECT Caution Proceed

Proceed and be prepared to
INDICATION stop at next stop signal Proceed

Note.- This signal shall be provided only in Modified Lower Quadrant signalling.
N.B. – Modified Lower Quadrant signalling is not in force on Southern Railway.

(3) The aspects and indications of a semaphore Distant signal working in the upper quadrant are
shown below: -

Semaphore Distant signal in Multiple-Aspect Signalling Territory

“On” Position “Off” Position

ASPECT Caution Attention Proceed

Proceed and be prepared to pass
the next signal at such restricted Proceed
speed as maybe prescribed by
Proceed and be Block section
Special Instructions. Train is
prepared to stop at ahead is clear and
INDICATION being received either on Main line the train is to
the next stop
and is required to stop at the pass run through
signal
Starter Signal or on a Loop line the station via
required to stop at the Starter Main line.
Signal or to pass run through via
Loop Line

(Correction Memo No.1/2015 to GRS dated 29.06.2015)

Note: - The distance between the two yellow lights shall be 1.5 metres when this signal
displays 'Attention' aspect at night.

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(4) The aspects and indications of a colour light Distant signal are shown below:

Colour light Distant signal in Multiple-Aspect Signalling Territory

“On”position “Off ”position

ASPECT Caution Attention Proceed

Proceed and be prepared to
pass the next signal at Proceed. Block
such restricted speed as section ahead
maybe prescribed by Special is clear and the
Proceed and be Instructions. Train is being train is to pass
INDICATION prepared to stop received either on Main line run through
at the next stop and is required to stop at the station via
signal the Starter Signal or on a Main line.
Loop line required to stop at
the Starter Signal or to pass
run through via Loop Line
(Correction Memo No.1/2015 to GRS dated 29.06.2015)

(5) A Distant signal shall be located at an adequate distance in rear of the Stop signal, the
aspect of which it pre-warns.

(6) Where necessary more than one Distant signal may be provided. In such a case, the
outermost signal, to be located at an adequate distance from the First Stop signal, shall be called the
Distant signal and the other called the Inner Distant signal, with the Distant signal capable of displaying
"Attention" or "Proceed" aspect only.

(7) Under approved special instructions, a colour light Distant signal may be combined with the
Last Stop signal of a station in rear or with an Intermediate Block Stop signal or with a Stop signal
protecting a level crossing. When a colour light Distant signal is combined (i) with the Last Stop signal of
a station in rear or (ii) with an Intermediate Block Stop signal or (iii) with a Stop signal protecting a level
crossing, arrangements shall be such that the signal shall not display a less restrictive aspect than the
‘Stop’ aspect till Line Clear has been obtained from the station ahead as in case of (i) & (ii) above and
until the level crossing gates have been closed and locked for the passage of trains as in case of (iii)
above. [Ref.Railway Board's letter no.2020/ Safety(A&R)/19/12 dated 10.03.21]
(C.Memo No.02/2021 dated 10.04.2021) .

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Chapter - III SIGNALS

S.R. 3.07(i) The Distant Signal referred in GR.3.07(6) shall be fixed at a distance of 2000 metres in rear
of First Stop Signal/Gate Stop Signal.
To identify the Distant Signal and inner Distant Signal `D` and `ID` letter will be prefixed to the number
of the signal.

(ii)(a) The change in aspect and indications of Distant Signal shall be applicable for single Distant
territories in Absolute Block System only.
(b) The aspect and indications of Distant and Inner Distant Signals in Double Distant
territories shall remain unchanged.
(c) There will be no change in aspect and indication of Distant signals provided before
the Gate Stop signal and IB signals in both single as well as Double Distant territories.

(iii) In case of combination of signals, where the adequate distance is available between the Distant
signal and Stop signal ahead, the indications shall be as under:-

1) Gate-cum Distant signal

a) When the LC gate is open to road traffic-Red
b) When the LC gate is closed and the train is required to stop at the Home signal- Yellow
c) When the LC gate is closed and the train is required to stop at the Main line starter or Loop line Starter or
required to pass through via Loop line- Double Yellow

d) When the LC gate is closed and the train is required to pass run through via Main line- Green.

2) Intermediate Block signal (IB)-cum Distant signal

a) Whenever the block section ahead is not clear-Red

b) When the train is required to stop at the Home signal of the station ahead-Yellow
c) When the train is required to stop at the Main line starter or Loop line Starter or required to pass through via
Loop line- Double Yellow
d) When block section ahead is clear, the train is required to pass run through the station via Main line-
Green.

3) Last Stop signal-cum Distant signal of LC gate

a) When the line clear has not been obtained from the station in advance-Red
b) When the line clear has been obtained and the LC gate is open to road traffic - Yellow
c) When the line clear has been obtained and the LC gate is closed to road traffic – Green

4) Last Stop signal-cum Distant signal of Intermediate Block signal (IB)

a) When the block section is not clear for an adequate distance beyond Intermediate Block signal (IB) -Red

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b) When the block section is clear for an adequate distance beyond Intermediate Block signal (IB) and the train is
required to stop at Intermediate Block signal (IB) -Yellow

c) When the train is required to pass run through Intermediate Block signal (IB)- Green.

(Correction Memo No.1/2015 to GRS dated 29.06.2015)

3.08. Description of Stop signals and their indications. -

(1) A semaphore Stop signal has a Square ended arm.

(2) The aspects and indications of a semaphore Stop signal working in the lower quadrant are
shown below: -
Semaphore Stop signal in Two-Aspect Signalling Territory
“On” Position “Off” Position

ASPECT Stop Proceed

INDICATION Stop dead Proceed
(3) The aspects and indications of a semaphore Stop signal working in the upper
quadrant are shown below: -
Semaphore Stop signal in Multiple-Aspect Signalling Territory

“On” position “ Off ” position

ASPECT Stop Caution Proceed

Proceed and be prepared to
INDICATION Stop dead stop at the next Stop signal Proceed

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(4) The aspects and indications of a colour light Stop signal are shown below: -

(a) Colour light Stop signal in Two-Aspect Signalling Territory

”On” position “Off” position

ASPECT Stop Proceed

INDICATION Stop dead Proceed

(b) Colour light Stop signal in Multiple Three-Aspect Signalling Territory

“On” position “Off” position

ASPECT Stop Caution Proceed

Stop dead Proceed and be prepared to

INDICATION stop at the next Stop signal Proceed

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(c) Colour light Stop signal in Multiple Four-Aspect Signalling Territory

“On” position “Off ” position

ASPECT Stop Caution Attention Proceed

Proceed and be Proceed and be

INDICATION Stop dead prepared to stop at the Prepared to pass next Proceed
next stop signal signal at such
restricted speed as
may be prescribed by
special instructions.

Note. - The aspects of colour light Stop signals in Two-Aspect and Multiple Three-
Aspect Signalling Territory shall be the same as the night aspects of the semaphore Stop signals
described above. Colour light Stop signals in Multiple Four-Aspect Signalling Territory are
designed to display “Attention” aspect also.

S.R. 3.08(i) The following diagrams illustrate the speed limits indicated by the various combinations of
aspects of Distant and Home signals at stations equipped with semaphore or colour light signal.

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POSITION OF SIGNALS

Stop at Home signal

Aspect Max. speed over

Indication Set for
facing points

Attention 15 KMPH or
Either
Be prepared to stop at the Starter signal, if higher speed as
Main line
Double provided, or at the proper berthing place at the prescribed under
or Loop
Yellow station. approved special
line.
instructions

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Aspect Indication Set for Maximum speed over facing

points
Proceed
Main Line only
Run through 75 KMPH
(With Point Indicator)
Green

Stop at Home signal

Set Maximum speed over facing

Aspect Indication
for points
Attention Be prepared to stop at the Loop 15 KMPH or higher speed as
Loop
Double line Starter signal or pass run prescribed under approved
line
Yellow through on the loop line special instructions

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Maximum
Set
Aspect Indication speed over
for
facing points
Be prepared to stop at the Main line Starter
Attention
signal, or at the proper berthing place on Main Main
Double 50 KMPH
line with a speed NOT EXCEEDING 50 KMPH line
Yellow
over Facing Points.

Maximum speed
Set over facing
Aspect Indication
for points

Proceed Proceed. Block section ahead is clear and

the train is to pass run through the Main Maximum
station via Main Line. line speed permitted
Green

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POSITION OF SIGNALS

RUN THROUGH

ASPECT OF SIGNAL
Green Green Green Green Green

STOP AT HOME SIGNAL

ASPECT OF SIGNAL

Yellow yellow Yellow Red Red Red

SPEED: Be prepared to stop at Home

RECEPTION ON MAIN LINE

ASPECT OF SIGNAL
Green Yellow Yellow Yellow Red Red

SPEED OVER FACING POINTS - 50 KMPH

ASPECT OF SIGNAL

Yellow Yellow Red Red

Yellow
Yellow Yellow
SPEED OVER FACING POINTS - 15 KMPH

( C.M.No.05/2019 dated 26.12.2019 )

S.R.3.08(ii) Under no circumstance, shall the speed of a train exceed the maximum permissible speed
laid down in the Working Time Table or such reduced speed as may be prescribed by the Engineering Department,
even if the combination of signals permit a higher speed.
S.R. 3.08 (iii) Loco Pilot of a train while passing Home signal taken 'off’ to the Caution aspect for main
line, shall be prepared to stop the train at the main line Starter signal or at the proper berthing place with a speed
not exceeding 50 kmph over the Facing points or from the Block Section Limit Board/Shunting Limit Board
wherever provided.
(Correction Memo No. 03/2016 dated 06.10.2016)
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3.09. Kinds of fixed Stop signals for approaching trains. -

(1) The Stop signals which control the movement of trains approaching a station are of three
kinds, namely-Outer, Home and Routing signals.

(2) The Outer signal, where provided, is the First Stop signal of a station and is located
at an adequate distance outside the point upto which the line may be obstructed after Line Clear has
been granted to or obtained by the station in rear.

(3) The Home signal is the First Stop signal of a station at which an Outer signal is
not provided and the second Stop signal of a station at which an Outer signal is provided. It shall be
located outside all connections on the line to which it refers.

(4) The Routing signal is a signal used to indicate to a Loco Pilot which of two or more
diverging routes is set for him, when the Home signal is, in consequence of its position, inconvenient for
this purpose.

3.10. Kinds of fixed Stop signals for departing trains. -

(1) The Stop signals which control the movement of trains leaving a station are of two kinds,
namely-Starter and Advanced Starter.

(2) When a train leaving a station is guided by only one starting signal, it is the Last Stop
signal of the station and is called the Starter.

(3) When a train leaving a station is guided by more than one Starter signal, the
outermost starting signal is the Last Stop signal of the station and is called the Advanced Starter.

(4) The Starter, where only one such signal is provided, or the Advanced Starter, shall be
fixed at the limit beyond which no train may pass, unless the Loco Pilot is given the authority to proceed
required under the system of working, and shall be placed outside all connections on the line to which it
refers except where otherwise allowed by approved special instructions. Shunting operations beyond this
limit shall be carried out only in accordance with special instructions.
(5) Where an Advanced Starter is provided, the Starter referring to any line shall be placed
so as to protect the first facing points or fouling mark of the connections to another running line.

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S.R. 3.10(i) For the despatch of trains, signals shall be taken “off” in the following order, except
when they have to be passed at “on”-

At stations with an Advanced Starter and a Starter, the Advanced Starter shall be taken “off” first and then
the Starter. At stations with an Advanced Starter and more than one Starter, the Advanced Starter shall be taken
“off” first, then the Starter immediately in rear of the Advanced Starter and so on.

S.R.3.10(ii) If, for any reason, the Loco Pilot has to start his train from beyond the Starter or Advanced
Starter, but within station limits, the Station Master after satisfying himself that the line is clear upto the next Stop
signal, will take “off” the Starter or Advanced Starter and give a written memo to the Loco Pilot authorizing him to
start. In cases where the Starter cannot be taken “off” either due to the track circuit section being occupied by the
front portion of the train or due to any other cause, the Station Master shall personally verify that all the points over
which the train will pass are correctly set and all the facing points locked and that the points are not damaged in
any way before giving the written memo.

SR. 3.10(iii) Loco Pilots of all stopping trains (i.e. other than run through trains) shall be issued with
starting permit in Form T.310 in addition to Authority to proceed during crossing (or) precedence at a station where
there is no departure signal (or) where there is no separate Starter signal for each line (or) where there is no
separate Gate signal for each line interlocked with points.

Whenever starting permit is issued, the Loco Pilot‛s acknowledgement shall be obtained in the duplicate
copy except in cases where the outgoing token is authorized to be delivered to the Loco Pilot opposite to the
Station Master‛s office. Loco Pilots are personally responsible for ensuring that they are in possession of the
starting permit in all the above cases.

3.11. Intermediate Block Stop signal. -

Intermediate Block Stop signal is the Home signal provided at an Intermediate Block Post.

3.12. Kinds of fixed Stop signals in Automatic Block territories.-

(1) Stop signals in Automatic Block territory shall be colour light signals and may be of the
following kinds-

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(a) an Automatic Stop signal which is not dependent upon manual operation but is controlled
automatically by the passage of a train into, through and out of the automatic block signalling section;

(b) a Semi-Automatic Stop signal which is capable of being operated either as an Automatic Stop
signal or as a Manual Stop signal, as required;
(i) When a Semi-Automatic Stop signal works as an Automatic Stop signal, it assumes “on”
and “off” aspects automatically according to the condition of the automatic block signalling sections ahead;

(ii) When a Semi-Automatic Stop signal works as a Manual Stop signal, it assumes “on”
aspect automatically on the occupation of the automatic block signalling section ahead, but assumes “off”
aspect when operated manually, provided the relevant automatic block signalling sections ahead are clear;

(iii) When a Semi-Automatic Stop signal works as an Automatic Stop signal, the “A” marker
provided under the signal is illuminated. When the “A” marker is extinguished, the signal shall be deemed to
work as a Manual Stop signal; and
(b) (a) A Modified Semi-Automatic Stop signal by converting one of the Automatic stop signal in mid-
section under special instructions; when the 'A' marker is illuminated the signal works as Automatic stop
signal, and when the 'A' marker is extinguished it works as Modified Semi-Automatic stop signal and assumes
'off’ aspect automatically or is taken ‘off’ manually as required; and (C. Memo No. 2 / 2011 dated 17.10.11)

(c) a Manual Stop signal operated manually and which cannot work as an Automatic or a Semi-
Automatic Stop signal.

(2) Colour light signals in Automatic Block territory shall be three-aspect or four-aspect.

3.13. Calling-on signals. -

(1) A Calling-on signal is a subsidiary signal which has no independent aspect in the “on” position
and shall be-

(a) a short square ended semaphore arm, or

(b) a miniature colour light provided with a “C” marker.

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(2) A Calling-on signal, where provided, shall be fixed below a Stop signal governing the approach
of a train. Under approved special instructions, a Calling-on signal may be provided below any other Stop
signal except the Last Stop signal.

(3) A Calling-on signal, when taken “off”, calls on the Loco Pilot of a train todraw ahead with
caution, after the train has been brought to a stop eventhough the Stop signal above it is at “on” and
indicates to the Loco Pilot that he should be prepared to stop short of any obstruction.
(4) A Calling-on signal shall show no light in the “on” position.
(5) The aspects and indications of a semaphore Calling-on signal are shown below: -

Miniature Semaphore Arm type Calling-on signal in Two-Aspect Signalling Territory

“On” position “Off” position

ASPECT Proceed slow

Loco Pilot shall obey the Stop and then draw ahead with caution and be
Indication
aspect of the Stop Signal prepared to stop short of any obstruction

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Miniature Semaphore Arm type Calling-on signal in Multiple Aspect Signalling Territory

“On” Position “Off” Position

ASPECT - Proceed slow

Loco Pilot shall obey the Stop and then draw ahead with caution and
Indication aspect of the Stop Signal be prepared to stop short of any
obstruction

(6) The aspects and indications of a colour light type Calling-on signal are shown below:-

(a) Colour light type Calling-on signal in Two-Aspect Signalling Territory

“On” Position “Off ” Position

ASPECT Proceed slow

Loco Pilot shall obey the Stop and then draw ahead with caution and be
Indication
aspect of the Stop Signal prepared to stop s hort of any obstruction

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(b) Colour light type Calling-on signal in Multiple-Aspect Signalling Territory

“On ” position “Off” position

ASPECT Proceed
Loco Pilot shall obey the Stop and then draw ahead with caution and be
Indication aspect of the Stop Signal prepared to stop short of any obstruction

S.R 3.13(i) Whenever a Calling on signal is taken " off ” to authorize a movement, the interlocked points
governed by the signal need not be clamped and padlocked even when Form S&T(T/351) is issued, except when
the points to be disconnected are mentioned in the form and are in the route of the signal. (Correction Memo
2/2008)

3.14. Shunt signals. -

(1) (a) A Shunt signal is a subsidiary signal and shall be either-

(i) a white disc with a red bar across it, or
(ii) a position light signal.
(b) under special instructions, a Shunt signal may be a miniature semaphore arm.

(2) Shunt signals control shunting movements.

(3) A Shunt signal may be placed on a post by itself or below a Stop signal other than the First Stop
signal of a station.

(4) More than one Shunt signal may be placed on the same post and when so placed the topmost
Shunt signal shall apply to the extreme left hand line and the second Shunt signal from the top shall
apply to the next line from the left and so on.

(5) When a Shunt signal is taken “off” it authorizes the Loco Pilot to draw ahead with caution for
shunting purposes although Stop signal, if any, above it is at “on”.

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(6) When a Shunt signal is placed below a Stop signal, it shall show no light in the “on” position.

(7) In case Shunt signals are not provided, hand signals may be used for shunting.

(8) The aspects and indications of a disc type Shunt signal are shown below-

(a) Disc type Shunt signal in Two-Aspect Signalling Territory

“On” position “Off” position

Aspect:- Stop Proceed slow

I ndication: Stop dead Proceed with caution for shunting
-

(b) Disc type Shunt signal in Multiple-Aspect Signalling Territory

“On” Position “Off” Position

Aspect:- Stop Proceed slow

Indication:- Stop dead Proceed with caution for shuntingg

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(9) The aspects and indications of a position light type Shunt signal are shown below:-

Position light type Shunt signal in Two-Aspect or Multiple-Aspect Signalling Territory

“On” position “Off ” position

Aspect:- Stop Proceed slow

Indication:- Stop dead Proceed with caution for shunting

(10) The aspects and indications of a semaphore arm type Shunt signal are shown below:-

(a) Miniature Semaphore Arm type Shunt signal in Two-Aspect Signalling Territory
“On” position “Off” position

Aspect:- Stop Proceed slow

Indication:- Stop dead Proceed with caution for shunting

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(b) Miniature Semaphore Arm type Shunt signal in Multiple-Aspect Signalling

Territory

“On” position “Off ” position

Aspect:- Stop Proceed slow

Indication:- Stop dead Proceed with caution for shunting

3.15. Co-acting signals.-

(1) Co-acting signals are duplicate signals fixed, below ordinary signals and are provided
where, in consequence of the height of the signal post, or of there being an over-bridge or other
obstacle, the main arm or light is not in view of the Loco Pilot during the whole time that he is
approaching it.

(2) Co-acting signals shall be fitted at such height that either the main arm or light, or the
Co-acting arm or light, is always visible.

3.16. Repeating signals.-

(1) A signal placed in rear of a Fixed signal for the purpose of repeating to theLoco Pilot of an
approaching train the aspects of the fixed signal in advance is called a Repeating signal.

(2) A Repeating signal shall be provided with an `R`marker and shall be of-
(a) banner type, or
(b) a square ended semaphore arm, or
(c) a colour light signal.

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(3) The aspects and indications of a banner type Repeating signal are shown below:-

Banner type Repeating signal in Two-Aspect Signalling Territory

“on” Position “off ” Position

ASPECT:- Signal “ON” Signal “OFF”

INDICATION:- Signal which it repeats is at “ON” Signal which it repeats is “OFF”

(4) The aspects and indications of a semaphore arm type Repeating signal are shown below:-

Semaphore Arm type Repeating signal in Two-Aspect Signalling Territory

“on” Position “off ” Position

ASPECT:- Signal “ON” Signal “OFF”

INDICATION:- Signal which it repeats is at “ON” Signal which it repeats is “OFF”

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3.16(5) The aspects and indications of a colour light type Repeating signal are shown below:-

Colour light type Repeating Signal

“on” Position “off ” Position

ASPECT:- Signal “ON” Signal “OFF”

INDICATION:- Signal which it repeats is at “ON” Signal which it repeats is “OFF”

Note.- In case of unwarned signals, Repeating signals shall be provided at a distance sufficient to
enable the Loco Pilot to bring the train to a stop at the Stop signal.

S.R.3.16(i) The Banner type repeating signal consists of a Black fringed yellow banner, pivoted in the
middle against an illuminated back ground. It has two aspects namely “Caution” (horizontal) position of the banner,
indicating “Proceed Cautiously and be prepared to stop at the signal in advance” which is “ON” (Red); and
“Clear” (450 to 600 position of the banner) indicating “Proceed” the signal in advance is “OFF” (yellow or green). It
has no danger aspect (stop indication). It is numbered in accordance with the signal it is repeating suffixed by the
letter “R”.

3.17. Distinguishing markers and signs for signals:-

(1) Where necessary, signals shall be distinguished by prescribed markers. Such markers
shall be fixed on the signal post below the signals as under:-

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Note.- Where a colour light Distant signal is combined with a Last Stop signal as
provided for under sub-rule (7) of Rule 3.07, the marker shall be dispensed with.

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Note.- Letter “A” shall be lit only when the gates are closed and locked against road traffic.
(2) Where necessary, signal arms shall be distinguished by prescribed signs as under:-

(3) Other distinguishing markers or signs may be used with the approval of the Railway
Board.

3.18. Signals out of use.-

(1) When a fixed signal is not in use, it shall be distinguished by two crossed bars,
each bar being not less than 1 metre long and 10 centimetres wide, as illustrated below:-

(2) A semaphore or disc signal when not in use shall be kept fixed in the “On”position.
(3) Signals not in use shall not be lit.

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3.19. Placing of Stop signals at diverging junctions:-

Unless otherwise permitted by approved special instructions, where two or more lines diverge,
the signals shall be fixed on a bracket post or an approved type of route indicator shall be provided
instead of separate signals;

Provided that for speeds upto 75 Kmph with manually operated multiple aspect signals, only a
single arm Home signal may be provided instead of separate signals on a bracket post or a route
indicator. The facing points must be provided with point indicators.
S.R.3.19 (i) Route Indicators: Route Indicators work in conjunction with Stop Signals and show the route
only when the signal is taken ‘’off’’. They are of three types namely, (a) Directional (b) Non-directional type (c) LED
Matrix with Directional type route indicator.

S.R.3.19 (ii) Directional type route indicator indicates a route by a row of white lights either to the right or
to the left depending upon the direction of the route when the signal is taken “off”. It shall not show any route when
the signal is taken “off” for the straight line. The signal shall be deemed to have failed if the route indication is shown
without ‟off‟ aspect on the signal.
S.R.3.19 (iii) Non-directional type route indicators may either be-
(a) a stencil type where the route is shown by an illuminated stencilled letter or number: or
(b) a multi-lamp type where route is shown by the burning of multiple miniature lamps in the form
of a letter or number; or
(c) a projector type where a number or letter is projected on an illuminated plate.
(d) Signals working in conjunction with non-directional type route indicators shall be deemed to have
failed if the route indicators show no route or incorrect route when the signal is “off”.

S.R 3.19 (iv) LED Matrix with Directional type route indicator:-
(a) It is a combination of both Directional and Non-Directional type route indicator. It is provided in Multiple
Aspect Colour Light Signalling Territory, with more than 3 lines on one or both sides of the main line.
(b)This type of route indicator will not show the road number and route when the signal is taken 'OFF'
for the straight line.

(c) When the signal is taken 'OFF' for the turn out, the road number will be displayed in the LED
matrix along with the glowing of the Directional type indicator.
(d) The signal shall assume 'ON' aspect if any one of the route indications has failed while receiving the
train on turn outs.
(i) Directional type indicator or LED matrix glows without 'OFF' aspect of the signal.
(ii) Directional type indicator glows without LED matrix glowing or vice versa.
(e)The signal shall be treated as failed if
(i) Directional type indicator or LED matrix glows without ÓFF’ aspect of the signal.
(ii) Directional type indicator glows without LED matrix glowing or vice versa.
(iii) LED matrix shows incorrect road number

S. R 3.19 (v) Multi Lamp with Directional type route indicator

a) It is a combination of both Directional and Multi Lamp route indicator. It is provided in Multiple Aspect
Colour Light Signalling Territory, with more than 3 lines on one or both sides of the main line.
b) This directional type route indicator will not be lit and the Multi Lamp route indicator will not show
road number when the signal is taken 'OFF' for the main line.
c) When the signal is taken 'OFF' for the turn out, the road number will be displayed by the lamp along
with the glowing of the Directional type indicator.

d) The signal shall assume 'ON' aspect if any directional type route indication has failed while receiving
the train on turn outs.

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e) The signal shall be treated as failed if

(i) Directional type indicator or the Multi Lamp route indicator glows without 'OFF' aspect of the signal.
(ii) Directional type indicator glows without Multi Lamp glowing or vice versa.
(iii) The signal is showing caution aspect with directional type route indicator being lit but the Multi Lamp
route indicator is not showing the road number properly due to the fusing of intended lamps. In the case of item (iii)
above, the Loco Pilot of the train shall, after observing the caution aspect and the directional type route indication,
proceed cautiously at the prescribed speed and stop the train at the Starter or the berthing place at the station. The
problem in the route indicator shall then be informed by the Loco Pilot to the Station Master for corrective action.
(C.Memo No.4/2016 Dt.02.12.2016)

3.20. Placing of Stop signals at converging junctions:-

Unless otherwise permitted by approved special instructions, where two or more lines converge,
signals shall be placed on separate posts. Where the number of signals is considerable, these may be
provided on a bracket post or a signal bridge or a gantry.

3.21. Signals on bracket post or signal bridge or gantry.-

Where signals are placed on a bracket post or a signal bridge or a gantry, these shall be-

(a) so grouped that the respective signals are easily distinguishable for each running line
and are placed as nearly as possible over the running lines to which they refer,
(b) so placed that the signal referring to the main line is higher than the signal or signals
referring to the other running line or lines, and
(c) so arranged that the extreme left hand signal refers to the extreme left hand line and the
second signal from the left refers to the next line from the left and so on.

3.22. Placing of more than one signal on the same post.-

(1) Not more than one signal referring to trains moving in the same direction, whether on the
same line or on separate lines, shall be placed on the same post, except-

(a) as prescribed in these rules for Calling-on, Shunt, Co-acting and Warner signals, or

(b) under approved special instructions.

(2) Where under approved special instructions more than one signal is placed on the same post,
the topmost signal shall apply to the extreme left hand diverging line and the second signal from the top
shall apply to the next line from the left and so on.
Provided that in exceptional cases where two Home Signals are placed on the same post under
approved special instructions, the top signal shall apply to the Main Line and the Lower signal shall apply
to the other Line.

3.23. Electric repeater.-

The arm and light of any fixed signal which cannot be seen from the place from which the
signal is worked shall be repeated to such place by means of an efficient electric repeater.

S.R.3.23(i) Electric repeaters are of the following types:

(A) Arm repeaters for semaphore signals:

The “ON” and “OFF” aspects of semaphore signals shall be repeated as under:

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1. “ON” when the signal arm is “ON”, “OFF”, when the signal arm is “OFF” and “WRONG” when the
signal arm is drooping or when there is defect in the apparatus.

or
2. RED/YELLOW Light lit when the Stop/Distant signal arm respectively is “ON” and “Green” light
lit when the signal arm is “OFF”

or

3. Where illuminated diagrams are provided, the same indications as described for item 2 above shall
be exhibited for the different aspects near the signal as painted on the diagram.

Note:- (a) In the case of item (1) above, when the signal arm indicator displays “WRONG”
indication or in the case of items (2) and (3) above, in the absence of both “ON” an “OFF” indications, the
Station Master, shall test the signal if worked by wire by pulling the lever over and letting it back smartly
so that the signal may get corrected in the absence of any basic defect, so as to enable it to assume
“OFF” aspect by a subsequent operation to deal with the train on signals. If the signal is operated
electrically, the operating knob or Station Master’s slide or Lever should be operated again a few times to
see if the signal responds satisfactorily.

(b) If, even after trying several times by pulling the lever over and putting it back smartly, or by operating
the knob or Station Master’s slide or lever again a few times, the repeater is found not displaying the indication
corresponding to the position of the knob/Station Master’s slide or lever, the Station Master shall go out and
observe personally from a location reasonably close to the station or cabin whether the signal has been correctly
taken “OFF” or restored to “ON”. If the signal is observed as functioning properly it shall not be treated as defective
but the concerned Electrical Signal Maintainer shall be advised to put the repeater right. In case it is not possible
to observe the signal personally from a location reasonably close to the station or cabin the signal to which the
repeater refers shall be treated as defective and action taken under GRs and SRs 3.68, 3.69, 3.70 and 3.71 and
SR 8.03(ii) (a) until such time the repeater is set right by the Electrical Signal Maintainer.

S.R.3.23(i)(B) Signal Light repeaters for semaphore signals:-

These repeaters shall be of needle type or luminous type. With needle type repeaters, the indications,
shall be “IN” when the signal lamp is burning and “OUT” when the signal lamp is not burning. With luminous type
repeaters, a white/yellow light will be near the signal as painted on the illuminated diagram or near the lever or
Station Master‛s Control Slide operating the signal, as the case may be, when the signal lamp is burning. It will not
be lit when the signal lamp is not burning. If the repeater is not in working order, the Station Master shall observe
personally the signal light by proceeding to a place from where the same can be seen.

(See SR.8.03(ii) (a)).

(C) Luminous indications for Colour Light Signals:-
(i) The “ON” and “OFF” aspects of colour light signals shall be repeated by suitable
luminous indications at the place of operation.

(ii) The signal shall be treated as defective and action taken under GRs and SRs 3.68 to 3.71 and
S.R. 8.03(ii)(a) in the following circumstances:-

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(a) When it is not possible to observe the signal personally from a location reasonably close to the
station or cabin, or
(b) When the Station Master has satisfied himself after going out and observing that the signal arm is not
functioning properly, the Station Master shall advise the concerned signal maintainer for early rectification duly
giving copy of the message to section Signal Inspector and Transportation Inspector:

(iii) When the Signal repeater is rectified, the Station Master shall send a restoration message to all
those who had been previously advised of the failure.

3.24. Back-lights:-

(1) Every semaphore or disc signal, the light of which cannot be seen from the place
from which the signal is worked, shall be provided with a back-light to indicate whether the signal light is
burning or not.

(2) Back-lights of signals shall show a small white light when “on”, and no light at all in any
other position.
(3) An fixed light used in conjunction with a semaphore signal shall show a back-light.
(4) Back-lights may not be provided when alternative arrangements are made at the place
from which the signal is worked to indicate whether signal lights are burning or not.

S.R.3.24(i) When the signal light is not burning or when the signal arm is “off ” or drooping,the back light
will not be visible. The Station Master shall immediately arrange to light the signal lamp or place the signal arm at
“ON”. The Station Master shall not give Line Clear for a train unless the back light is clearly visible or he has
initiated action in terms of GRs and SRs 3.68 to 3.72.

C. Equipment of Signals

3.25. Obligation to provide fixed signals at stations:-

Fixed signals prescribed in this sub-chapter shall be provided at every station, except-
(a) at stations between which trains are worked on the One Train Only System, and
(b) at stations which are exempted from the provision of signals under approved special
instructions.

3.26. Commissioning of fixed signals:-

Fixed signals shall not be brought into use until they have been passed by
the Commissioner of Railway Safety as being sufficient to secure the safe working of trains.

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S.R. 3.26(i) Every signal whether newly erected or resited on a section shall be inspected by a Sighting
Committee, before being brought into use. The Sighting Committee shall satisfy themselves that the signal is
correctly placed and focussed for day and night indications before certifying it as fit for use.

S.R. 3.26(ii) The Sighting Committee shall consist of the Transportation Inspector, Loco Inspector and
Signal Inspector. Having satisfied themselves that the signal is correctly placed and focussed for day and night
indications, they shall fill in and sign the report in the prescribed form provided for this purpose.

S.R.3.26(iii) Whenever there is a change in the complement of signalling at a station or on a section or

whenever signals are newly erected or resited, a Caution Order shall be issued for a period of 90 days after the
signal has been brought into use, drawing the attention of Loco Pilots. In addition, Chief Crew Controller / Crew
Controller concerned shall take assurance from Loco Pilots deputed to work trains on that particular section that they
have been informed of the change in signalling arrangements. ( C.M.No.4/2020 dated 17.09.2020 )

Note: Refer S.R. 4 .09 (i) (15) (C.Memo No. 2/2014 dated 14.07.14)

S.R.3.26(iv) The visibility of signals on a section shall be jointly inspected both by day and night by the
Signal, Transportation and Loco Inspectors atleast once in every quarter. Joint reports pertaining to these shall be
submitted to the D.S.T.E./D.S.O./D.M.E. concerned.

Note: - Also refer S.R. 4.22

3.27. Minimum equipment of fixed signals at stations provided with manually operated
multiple-aspect signalling. -

The minimum equipment of fixed signals to be provided for each direction shall be as follows: -

(a) At class “B” stations… a Distant, a Home and a Starter, and

(b) At class “C” stations… a Distant and a Home

3.28. Minimum equipment of fixed signals at stations provided with modified lower
quadrant signalling. -

Modified lower quadrant signalling may be introduced only where it is expressly sanctioned by a
special order of the Railway Board. The minimum equipment of fixed signals to be provided for each
direction shall be as follows:-

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(a) at class “B” stations a Distant, a Home, a Warner below the Main
Home and a Starter, and
(b) at class “C” stations a Distant and a Home.

3.29. Minimum equipment of fixed signals at other stations provided with two-aspect
signalling. -

The minimum equipment of fixed signals to be provided for each direction shall be as
follows: -

(a) at class“A” stations a Warner, a Home and a Starter

(b) at class “B” stations on a an Outer and a Home.

single line

An Outer, a Home and a Starter and both on a

single and a double line a Warner shall be
On a double line provided in accordance with Rule 3.06, if trains
run through at a speed exceeding 50 kilometres
an hour without stopping, and

(c) at class “C” stations a Warner and a Home.

3.30. Additional fixed signals at stations generally. -

In addition to the minimum equipment of signals prescribed in Rules 3.27, 3.28, 3.29 and 3.32
such other fixed signals shall be provided at every station as may be necessary for the safe working of
trains.

3.31. Signals at class “D” stations. -

At a class “D” station, a train may be stopped in such a manner as may be authorized by
special instructions.

S.R.3.31(i) Loco Pilots of trains carrying passengers shall stop their trains at class “D” stations where they
are booked to stop within the platform or at the usual stopping place to enable the passengers to detrain and
entrain.

S.R.3.31(ii) Station Warning Boards are provided at 1000 metres on Metre Gauge and 1200 metres on
Broad Gauge short of flag/halt stations, to indicate to the Loco Pilots working trains during thick or foggy weather
about the approach of the flag/halt station.

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3.32. Provision of an Advanced Starter, Shunting Limit Board or Block Section Limit Board-

(1) On a single line class “B” station worked on the Absolute Block System, if the
obstructing of the line outside the Home signal or the outermost facing points in the direction of an
approaching train is permitted under special instructions under Rule 8.09, a Shunting Limit Board or an
Advanced Starter shall be placed at such shunting distance from the Home signal or the outermost
facing points as local conditions may require provided the distance between the Shunting Limit Board
(bearing the words ‟Shunting Limit” on the side which faces the station, and fitted with a lamp showing
a white light in both directions to mark its position by night) or the Advanced Starter and the opposing
First Stop signal is never less than 400 metres in the two-aspect signalling territory and 180 metres in
the multiple-aspect or modified lower quadrant signalling territory. The location of such board or
Advanced Starter shall mark the limit upto which shunting may be permitted.

(2) On a double line class “B” station worked on Absolute Block System equipped
with multiple-aspect or modified lower quadrant signalling and where there are no points or the
outermost points at the approaching end are trailing, a Block Section Limit Board (bearing the words
“Block Section Limit” on the side which faces the station and fitted with a lamp showing white light in
both directions to mark its position by night) shall be provided. It shall be placed at a distance of not
less than 180 metres in advance of the Home signal and shall protect the fouling mark of the outermost
trailing points, if any. The location of such board shall mark the limit of the block section at such
stations.

3.33. Exceptions to Rules 3.27, 3.28, 3.29 and 3.32.-

Notwithstanding anything contained in Rules 3.27, 3.28, 3.29 and 3.32-

(a) If the station has only one connection of the main line, the station shall be worked in
accordance with approved special instructions;
(b) on any section where traffic is light and speed slow one Stop signal only in each
direction may be provided at each station, such signal to be located at an adequate distance outside the
outermost facing points of the station and trains worked in accordance with approved special
instructions; and

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(c) on any railway having very light traffic all signals may be dispensed with and
trains worked under approved special instructions.

Provided that at stations with manually operated multiple aspect signals, where the speed of
trains through a station does not exceed 50 Kmph., a Distant signal and a Home signal only may be
provided in each direction under approved special instructions.
S.R.3.33(i) With regard to Rule 3.33, the approved special instructions shall be embodied in the
Station Working Rules.

3.34. Fixed signals at level crossings-

(1) Unless exempted under approved special instructions, every level crossing gate
which closes across the line at a level crossing shall, except when interlocked with station signals, be
provided with signals fixed at an adequate distance from the level crossing showing Stop aspects in both
Up and Down directions when the gates are open for the passage of road traffic.
(2) Except where otherwise prohibited under special instructions, a 'G' marker shall be
provided on a Gate Stop signal.
S.R.3.34(i) Gate-cum-Distant signals in multiple aspect signalling shall be provided with
'G'markers except in cases specified under S.R.3.34(ii).

S.R.3.34(ii) 'G' markers shall be dispensed with in the following cases:-

(a) Gate Stop signals controlling entry of trains into rail-cum-road bridge;
(b) when there is a bridge between the Gate Stop signal and the gate; and

(c) Gate Stop signals protecting points.

3.35. Protection and working of points of outlying sidings.-

Where there are points in the main line at a place which is not a block station, provision for the
protection of such points, by signals or otherwise, and for working them, shall be made in order to
secure the safe working of trains, as laid down under approved special instructions.
S.R.3.35(i) Detailed instructions regarding the working of points, signals and interlocking installations at,
and the working of trains into and out of the outlying sidings and action to be taken when signals fail shall be
incorporated in the Station Working Rules of the stations controlling the siding.

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D. Working of Signals and Points

3.36. Fixed signals generally:-

(1) Every fixed signal shall be so constructed that, in case of failure of any part of
its connections, it shall remain at, or return to its most restrictive aspect.

(2) A signal which has been taken “off” for the passage of a train shall not be placed “on” until
the whole of the train which it controls has passed it, except-

(aa) In case of emergency, to avert an accident.

(b) Where Starter and Advanced Starter taken “off” for departing trains,that is, train starting
from station after coming to stop, are required to be put back for the purpose of movement of another
train for precedence or crossing, shall be put back only after taking following precautions:-

(i) relevant Starter and Advanced Starter may be replaced to “on” position and thereafter the
Loco Pilot of the train for which the Signals had been taken “off” shall be advised by on- duty Station
Master through secured means of communication, specified under special instructions or where secured
means of communication are not available, through a written memo to the effect that the said signals
have been replaced to “on” and that the Loco Pilot shall not start;

(ii) till the Loco Pilot has been advised through secured means of communication referred to in
sub-clause (i) or through a written memo and his acknowledgement received, the route set shall not be
altered except to avert an accident; or
(C. Memo No.03/2015 dated 01.07.2015)

Note: The following may be considered as “Secured means of communication” in regard

to communication between Station Master and Loco Pilot in reference to G&SR 3.36-

i) GSM-R (Global System) based Mobile Train Radio communication (MTRC) system.
ii) TETRA based mobile communication system; and
iii) Trunking Radio (MPT-1327) and CTCSS VHF system.(C.Memo.No.03/2015 dated 01.07.2015)

(c) Where arrangement is provided to restore the signal to “on” automatically, the control
operating the signal shall not be restored to its normal position till the whole of the train has passed it.

(3) No fixed signal within station limits shall be taken “off” without the permission of the
Station Master, and in the case of a signal outside the station limits without the permission of such
person as may for the time being be in independent charge of the working of such signal.

S.R. 3.36(i) (a)The staff responsible for working of signals at a Station/Cabin shall see that the signal
arm obeys the lever actuating it. The Station Master / Cabin Assistant Station Master/ Cabinman shall ensure
himself either personally or by means of the repeater where provided in all cases that the concerned signals
governing the movement of a train are taken “OFF” for the train and that such signals are put back to “ON”
immediately after the train has completely passed the signal.

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(b) At all interlocked stations the Station Master in-charge of the station shall daily, when no trains are
expected from any direction, test working of the reception signals in one direction from one line as for stopping
train. For example, at a station with two running lines, the signals shall be tested as under-

(i) The Station Master shall arrange for the taking “Off” of the Up reception signal for Road No. 1. He
shall then put back the signal (or the Station Master‛s control if any) and personally see whether the reception
signals have gone back to “ON” position. The Station Master shall again arrange for taking “OFF” of Up reception
signals for Road No. 1 and instruct the Cabin Asst. Station Master/Cabinman to put back the slot lever (wherever
provided) to normal and personally see whether the reception signals have gone back to “ON” position.

(ii) The Station Master shall test on the second day the Down Reception signals for Road No. 1. On the
third day, the Up reception signal for Road No. 2. On the fourth day, the Down reception signals for Road No. 2
and so on every day repeating the procedure laid down in Para (i) above.

Note:- This rule will not apply to stations provided with Panel and Route Relay interlocking.

(iii) The Station Master shall immediately after each test record the results in the station diary. If the
signals do not work properly, or if they do not respond properly to the Station Master‛s control or Cabin slot, the
signal shall be treated as defective and action taken as laid down in Rule 3.69 without any delay.

S.R.3.36 (ii) (a) Signals once taken “off” for the passage of a train must not be replaced to 'on' in the
ordinary course. The emergency referred to in GR 3.36(2) (a) shall be deemed to exist when an accident is to be
averted.

(b) If in an emergency, a signal has to be put back to the ''ON"position before the movement of the train
for which it was taken off, no points shall be moved until the train has come to a stand except to prevent an
accident.

S.R.3.36 (iii) If in an emergency, a reception signal has to be placed to the "ON" position before the
arrival of the train to which it refers, no points shall be altered until the train has come to a stand except to prevent
an accident.

(SR 3.36 (iv) has been deleted as per C.Memo No.03/2015 dated 01.07.2015)

3.37. Normal aspect of signals:-

(1) Unless otherwise authorized under approved special instructions, fixed signals,
except automatic signals, shall always show their most restrictive aspect in their normal position.

(2) The normal aspect of an Automatic Stop signal is “Proceed”, Where, however,
the signal ahead is manually operated, the aspect normally displayed may be ‟Caution”or ‟ Attention”.

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S.R.3.37(i) In case of Suburban trains/Passenger trains (Conventional, MEMU & DEMU) where the
stoppage of the train at a station is two minutes or less, starting signals may be taken óff‛ as soon as ‘Line Clear‛
has been received from the station in advance and even before the train has come to a stop at the station. It shall
be the responsibility of the Loco pilot/Motorman to stop the train at the station at which it is booked to stop
according to the Working Time Table although the starting signals at the station may have been taken 'off ‛ earlier.

(Correction Memo No. 01/2016 dated 24.02.2016)

(ii) The Stop signal provided at certain outlying siding taking off the running line is normally in the “off”
position.

3.38. Points affecting movement of train:-

(1) The Station Master shall not give permission to take signals “off” for a train until-
(a) all facing points over which the train will pass are correctly set and locked,

(b) all trailing points over which the train will pass are correctly set, and
(c) the line over which the train is to pass is clear and free from obstructions.

(2) When a running line is blocked by a stabled load, wagon, vehicle or by a train which is
to cross or give precedence to another train or immediately after the arrival of a train at the station etc.
the points in rear on double line sections and at either end on single line sections should be
immediately set against the blocked line except when shunting or any other movement is required
to be done immediately in that direction on that line.

S.R. 3.38(i) With regard to Rule 3.38(a), the outermost facing points at non-interlocked stations shall be
specially manned for the reception of a train besides being correctly set and locked. If the outermost facing points
are not provided with Point Indicators, the Pointsman manning the facing points shall on the signals being taken
“off”, exhibit a green hand signal to the Loco Pilots of all incoming trains. The Loco Pilot of an incoming train shall
not, under any circumstances, pass the outermost facing points even if the signals are taken “off” unless he sees
that the facing points are manned and that a green hand signal is exhibited towards him from the points at stations
not provided with Point Indicators.

S.R. 3.38(ii) With regard to Rule 3.38 (1)(b):-

(a) The trailing points shall be correctly set and when authorized by special instructions or where the
interlocking installation requires it, also locked.

(b) Setting of points when two trains are to be crossed on single line: - At non-interlocked stations, and at
such interlocked stations on the single line where the lay-out and interlocking permits,in the event of a crossing, the
facing points must be set and locked for the respective lines on which each train is to be received, before
signals are cleared for either train.

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S.R.3.38(iii) (a) Under special instructions, certain goods yards are declared as “terminal yards” for the
purposes of reception and despatch of goods trains andregulating goods yard shunting. At such “terminal
yards”,Stop Boards are provided on each goods reception line and adequate distance for reception is
reckoned,with the condonation of the Commissioner of Railway Safety, from the Stop Board to the fouling mark at
the trailing end. Wherever the Stop Boards is fixed at the fouling mark, the adequate distance for taking “off”
Goods Home is reckoned as Zero. Speed of incoming trains inside the station section is restricted to ten
kilometers an hour and requisite speed restriction boards are duly exhibited below the respective goods Home
signals.

The Station Working Rules of such “terminal yards” shall clearly specify the procedure to be followed
for reception and despatch of goods trains and regulation of shunting movements. The trailing points on the line on
which a Goods train is to be received should be set and padlocked against the line, so that no conflicting reception
or shunting movement is permitted. The Station Working Rules shall clearly specify the staff responsible to ensure
this.

S.R.3.38(iii) (b) (1) Stop Boards may be provided in regular coaching terminals and bay lines in
coaching yards, wherever necessary. to indicate the place where the trains should normally come to a stop
except at stations where standard buffers are provided at the terminal end of the lines.

(2) Stop Boards may be provided in temporary coaching terminals which are created as part of gauge
conversion, doubling, new line work etc., where further movement beyond the place of stop is feasible and
permitted.

S.R.3.38(iii) (c) The Stop Board shall be rectangular in shape and painted yellow with letters 'STOP' in
black, Reflective material shall be provided for visibility during night. (C.Memo No.: 3/ 2008 dated 20.08.08)

S.R.3.38(iv) Except as specifically provided for in this book (G.R.S.) or the Block Working Manual, no
train shall be received into or despatched from a station, by means of piloting unless authorised by the Divisional
Railway Manager.

Note:- For reception or despatch of a train on or from a non-signalled line see Rules 5.10/5.11.

S.R.3.38(v)(a) At non-interlocked stations, bolts and cotters shall be provided for each switch-rail at all
points on and giving access to running lines. One padlock with keys shall be provided for each set of points.

(b) At interlocked stations, bolts and cotters shall be provided for each switch-rail at all points on and
giving access to running lines. A Padlock and key shall be provided for each set of points locked by Key lock
locking in one direction only and also for all non-interlocked points provided with bolts and cotters. Sufficient
number of emergency padlocks shall also be provided for interlocked points fitted with locking bolts and cotters so
that in the event of a failure or suspension of interlocking, the maximum number of facing points can be padlocked
for train and shunt movements at a time. At stations where bolts and cotters with emergency padlocks are not
provided for interlocked points, sufficient number of clamps and padlocks shall be supplied for use on maximum
number of points for train and shunt movements.

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(c)(1) The Divisional Engineer is responsible for the provision of bolts, cotters and padlocks and/or
clamps and padlocks for the points when renewals and repairs are being carried out until the points are formally
handed over to traffic.

(2) The Divisional Signal and Telecommunication Engineer is responsible for the provision of padlocks
and/or clamps and padlocks at stations when disconnecting the interlocking gear for purposes of renewals and
repairs.

S.R.3.38 (vi) Working at Non-interlocked station/Yards in general. At all non-interlocked station/yards

and at stations where non-interlocked working is introduced, the reception and despatch of train shall be based
on one of the following procedures:

1. Procedure based on reception and despatch order book (Line Assignment book).

2. Procedure based on the principle of exchange of Private Number by Station Master with
Yard Master/Cabin Station Master/Shunting Master/Pointsman in-charge of the Cabin/bunk/
location: (C.M.No. 02/2020 dt. 18/03/2020)

1. Procedure based on Reception and Despatch order Book (Line Assignment Book):
(a) The Station Master / Yard Master as soon as Line Clear Permission has been given/obtained shall
send the Reception and Despatch order Book to the Station Master/Yard Master/Location duty Station Master/
Shunting Master/Bunk Jamedar/Pointsman in charge at both ends of the yard (and also the shunting Master/Person
in- charge of shunting operations) in the following order:

i) To the person in charge of the trailing end:

ii) To the person in charge of shunting operations in the yard, if any:
iii) To the person in charge of facing end i.e., at the end from which the train is expected to
arrive.

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(b) The person in charge at the trailing end shall sign the Order Book and return it to the Station Master.
The former shall ensure that all points at his end of the yard are correctly set and locked for the reception of the
train on the nominated line and that the reception line is clear and free from obstruction at his end of the yard.
Thereafter, he shall stand at the outermost trailing points and exhibit a “Proceed” hand signal to the Station Master.

(c) The person in-charge of shunting operations shall sign and return the book to the Station Master and
ensure that all shunting is stopped 10 minutes before the due arrival of the train, or in accordance with the Station
Working Rules.

(d) The Person in-charge of that end of the yard from which the train is expected to arrive, shall ensure
that all the points at his end of the yard are correctly set and locked and that the reception road is clear and free
from obstructions then sign the Order Book and arrange to send the Order book to the Station Master. Thereafter,
he shall take his stand at the outermost facing point and exhibit a “Proceed” hand signal to the Station Master.

(e) The Station Master/Yard Master/Asst. Yard Master/Shunting Master (C. Memo. 3 / 2009 dated
16.07.09) shall authorize the receptions/despatches of the train under normal rules after making certain that he has
in his custody the Order Book duly signed by the Persons in charge at the Trailing end, of shunting operations and
at the facing end and that the Level Crossings have been closed and locked against road traffic as per the
procedure laid down in the Station Workings Rules.

2. Procedure based on exchange of Private Number between Station Master and Yard Master/
Cabin Station Master/Shunting Master/Pointsman in-charge of the Cabin/bunk/location:

i) Station Master/Yard Master as soon as Line clear has been given/obtained shall nominate theline of
reception/despatch and call the person in charge of facing and trailing ends over telephone and inform them the
train number and description, the line of reception/despatch and probable time of arrival/departure of the train.

ii) The Person incharge at the facing and trailing ends shall set the concerned points and lock the facing points
leading to the nominated line of reception/despatch and confirming that the portion under their jurisdiction is
clear and free from obstruction shall exchange Private Number with Station Master/Yard Master.

iii) All the shunting operation on or across the reception line shall be stopped as per the procedure
given in the Station Working Rules.

(iv) Only after exchanging Private Number with the person incharge of facing and trailing end and duly
ensuring conflicting shunting operations are stopped as per the procedure given in the Station Working Rules,
the Yard Master/the Person in charge of the yard, shall give his Private Number to the Cabin Station Master,
who is in charge of clearing signals, duly releasing the reception/despatch plunger control (wherever provided)
for the reception despatch of the train.

NOTE: Detailed instructions as applicable to individual stations, shall be incorporated in the

respective Station Working Rules in amplification of the principles enumerated in these rules.

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3.39. Locking of facing points.-

Facing points, when neither interlocked nor key locked, shall be locked for the passage of a
train either by a clamp, or by a through bolt, with a padlock. It is not sufficient to lock the lever working
the points.

3.40. Conditions for taking “Off” Home signal.-

(1) When a train is approaching a Home signal otherwise than at a terminal station, the signal
shall not be taken “Off” until the train has first been brought to a stand outside it, unless-
(a) on a double line, the line is clear for an adequate distance beyond the Starter; or
(b) on a single line, the line is clear for an adequate distance beyond the trailing points, or for
an adequate distance beyond the place at which the train is required to come to a stand”.
( C.M.No.1/2019 dated 23.01.2019 )

(2) Where a train has first been brought to a stand outside the Home signal, the signal
may be taken “off”, if –
(a) on a double line, the line is clear upto the starter, or (b) on a single line, the line is clear
upto the trailing points or under approved special instructions upto the place at which the train is required
to come to a stand.

(3) Except under approved special instructions, the adequate distance referred to in sub-
rule (1) shall never be less then-

(a) 180 metres at stations equipped with two-aspect lower quadrant or two-aspect colour
light signals, or
(b) 120 metres in the case of stations provided with multiple-aspect signals or
modified lower quadrant signals.
(4) Where a sand hump of approved design, or under approved special instructions a
derailing switch, has been provided for the line on which a train is to be received, they shall be deemed
to be efficient substitutes for the adequate distance referred to in sub-rule(3).

S.R.3.40(i) The adequate distance for taking “off” signals shall be specified in the Station Working Rules.
Wherever approved special instructions have been obtained, the same shall be indicated in the Station Working
Rules.

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SR.3.40(ii) At interlocked stations with two cabins at either end of the station yard provided with telephone
communication between Station Master and the Cabins, the following procedure shall be adopted for the
nomination of the line of reception for a train:-

(1) The Platform Duty Station Master shall nominate the reception line and advise the particulars of the
train number, description and its probable time of arrival to the Cabin Assistant Station Master/Cabinman in both the
cabins.

(2) The Cabin Assistant Station Master/Cabinman at the facing end must set and lock all the relevant
facing points and set all the trailing points, if any, at his end correctly for the nominated reception line and give a
categorical assurance to the Cabin Assistant Station Master/Cabinman at the trailing end that-

(a) the reception line nominated by the Platform Duty Station Master is clear and-free from
obstructions over his jurisdiction;

(b) all the relevant facing points on the nominated reception line have been correctly set and locked;
and

(c) all the trailing points at his end are correctly set for the nominated reception line.

(3) The Cabin Assistant Station Master/Cabinman at the trailing end on receipt of the above assurance
from the facing end cabin, shall correctly set and lock all the facing points, if any, and correctly set all the trailing
points at his end for the nominated reception line and after ensuring that the nominated reception line is clear and
free from obstructions over his jurisdiction shall communicate a Private Number to his counter-part at the facing end
and then release the slot on the concerned Home Signal.

(4) The Cabin Assistant Station Master/Cabinman at the facing end on receipt of the Private Number from
his counter-part at the trailing end must communicate a Private Number to the Platform Duty Station Master
repeating the nominated reception line in token of his readiness to receive the train.

(5) Platform Duty Station Master on receipt of the Private number from the Cabin Assistant Station Master/
Cabinman at the facing end, shall ensure that the nominated reception line under his jurisdiction is clear and free
from obstructions and that everything is ready for the reception of the train, shall communicate a Private Number to
the facing end Cabin Assistant Station Master/Cabinman and then release his control on the concerned Home
signal: in token of his readiness to receive the train.

(6) The Jurisdiction of station yard under each Cabin Assistant Station Master/Cabinman and Platform Duty
Station Master shall be demarcated and legislated in the Station working rules and they shall be personally
responsible to ensure that the reception line nominated is clear and free from obstructions as far as their jurisdiction
is concerned.

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3.41. Conditions for taking “off” Outer signal.-

(1) When a train is approaching the Outer signal otherwise than at a terminal station, the
signal shall not be taken “off” until the train has first been brought to a stand outside the signal, unless
the line on which the train is to be received in the station is clear-

(a) in the case of a double line, upto the Starter signal, and

(b) in the case of single line, for an adequate distance beyond the first facing points.

(2) Where the train has first been brought to a stand outside the Outer signal, the signal
shall not be taken “Off‟ unless the line is clear upto the first facing points, or upto the Home signal at a
station where there are no facing points.

S.R.3.41(i) The Outer signal shall not be taken “Off” until the Home signal has been taken “off”. The Outer
signal shall normally be put back to “on” before the Home signal. The Loco Pilot of an approaching train seeing the
Outer signal “off” shall not assume that the Home signal also will be “off”: but shall observe the aspect of the Home
signal also. If a Loco Pilot finds the Outer signal “off” when the corresponding Home signal is at “on” or drooping,
he shall treat both the Home and Outer signal as defective and stop his train at the Outer signal. If the Home signal
cannot be seen owing to curve or other reasons sufficiently early to enable the Loco Pilot to stop the train at the
Outer signal, the Loco Pilot shall, after passing the Outer signal, stop as soon as the Home signal is sighted.

S.R.3.41(ii) At stations equipped with Outer signals only on single line, the adequate distance for taking
“Off” the Outer signal shall be not less than 180 metres beyond the outermost trailing points. The adequate
distance shall be specified in the Station Working Rules. See also Rule 3.33.

3.42. Conditions for taking “off” Last Stop signal or Intermediate Block Stop signal.-
(1) On double line- the Last Stop signal or intermediate Block Stop signal shall not be taken
“Off” for a train unless Line clear has been obtained from the block station in advance.
(2) On single line-
(a) the Last Stop signal shall not be taken “Off” for a train unless Line Clear has been
obtained from the block station in advance.
(b) for intermediate block signaling-
(i) first, the direction of traffic shall be established and then line clear shall
beobtained from the block station in advance as per the established direction of
traffic.
(ii) only after establishing the direction of traffic the train movement in the ‘Station
controlled intermediate block section’ shall be permitted; and
(iii) the intermediate Block Stop Signal shall not be taken “Off” unless the line clear
has been obtained from block station in advance and direction of traffic is established.
( C.M.No.1/2019 dated 23.01.2019 )

3.43. Conditions for taking “off” Warner signal.- A Warner signal shall not be taken “off” for a
train that is booked to stop or for a train that has to be stopped out of course.

3.44. Conditions for taking “off” Gate Stop signal.- A Gate Stop signal shall not be taken “off”
until the concerned level crossing or crossings is or are free from obstruction and the gates of such level
crossing or crossings are closed and locked against road traffic. Where a Gate Stop signal is interlocked
with station signals it shall be worked in accordance with special instructions.

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3.45. Conditions for taking “off” Calling-on signal.- A Calling-on signal shall not be taken
“off” until the train has been brought to a stand at the Stop signal below which the Calling-on is provided.

3.46 Use of fixed signals for shunting.-

(1) The Outer, the Home and the Last Stop signal of a station shall not be taken “off” for
shunting purposes.

(2) At stations where Advanced Starters are provided, Starters may be taken “off” for
shunting purposes, except where the interlocking interferes with this practice, in which case hand
signals shall be used where shunting signals are not provided.

3.47. Taking “off” signals for more than one train at a time.-

When two or more trains are approaching simultaneously from any direction, the signal for one
train only shall be taken “off”, other necessary signals being kept at “on” until the train for which the
signals have been taken “off”, has come to a stand at the station, or has cleared the station, and the
signals so taken “off” for the said train have been put back to “on”, except where under special
instructions, the interlocking or the layout of the yard renders a contrary procedure safe.

3.48. Stoppage of trains out of course at stations provided with two-aspect signalling.-
When a train which is booked to run through has to be stopped out of course at a station
equipped with two-aspect signals, it shall not be received until-

(a) at stations provided with working Warner but not provided with Starters, the
working Warner is kept at “on”,
(b) at stations provided with Starters but not provided with working Warners, the
relevant Starter is kept at “on”, at stations provided with both working Warners and Starters, both the
signals are kept at “on”, and

(d) at stations provided with neither a working Warner nor a Starter, the First Stop
signal is kept at “on”, and the train brought to a stand outside it.

(SR 3.48 (i) has been deleted as per Correction Memo No.03/2015 dated 01.07.2015)

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3.49. Care and lighting of signal lamps.-

(1) The Station Master shall see that lamps of fixed signals, indicators and boards such as
Shunting Limit Board, Block Section Limit Board and Stop Board at his station are lighted at sunset, and
are not put out until after sunrise or at such earlier or later time as may be prescribed by special
instructions.

(2) Sub-rule (1) shall not apply to

(a) approach lighted signals;

(b) colour light and position light signals which shall be kept lit throughout the day and
night, and

(c) the sections where no train is scheduled to run at night.

(3) The Station Master shall ensure that the lamps of fixed signals, indicators and
boards such as Shunting Limit Board, Block Section Limit Board and Stop Board, when lit, are burning
brightly and that the lenses of lamps and spectacle glasses are properly cleaned and backlights clearly
visible.

(4) Whenever night signals are used the Station Master shall not grant Line Clear
unless he has ensured, either personally or in the manner prescribed under special instructions, that the
lamps of fixed signals at his station which are not approach lighted and which apply to the train are
burning. If signal lights cannot be kept burning he shall before giving Line Clear initiate action in
accordance with the procedure prescribed in Rules 3.68 to 3.72.

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(5) Before lighting a semaphore signal or indicator lamp, the railway servant deputed for
lighting it, shall inspect the lenses and spectacle glasses. In case he finds the red roundel broken,
cracked or missing he shall not light the lamp and shall report the fact immediately to the Station Master
who shall treat the signal as defective.
(6) Every railway servant in-charge of signals shall see that the greatest care is taken in the
focusing, cleaning and trimming of signal lamps.
Note.- See also Rule 3.03
S.R.3.49(i) All Kerosene lit signals shall be kept burning during the following hours:
1st April to 30th September from 18.00 Hours to 06.00 Hours
1st October to 31st March from 17.30 Hours to 06.30 Hours.

The Divisional Safety Officer shall be empowered to issue instructions extending these hours depending on local
conditions in exceptional circumstances, and to permit these lamps to be extinguished after the passage of the last
train beyond the next Break Down/Medical Relief Van Depot in the direction of movement of that train. Signals at
such stations will be re-lit 30 minutes before the passage of the next train if passage of such trains takes place
within the hours mentioned above.

S.R.3.49(ii) The instructions regarding lighting and proper maintenance of the signal lamps shall apply to
all fixed signals, indicators. Shunting Limit Boards and Block Section Limit Boards.

S.R.3.49(iii) (a) Trap Indicators indicate the position in which the trap is set. They show a red target by
day and a red light by night in both directions when traps are set against the line which they are intended to isolate.
They show the knife edge of the disc by day and a green light by night in both directions when the trap is set
favourable for the train movement.

(b)(1) Point Indicators indicate the position in which points are set. They show a white target by day and
a white light by night in both directions when the points are set for the straight. They show the knife edge of the
disc by day and a green light by night in both directions when the points are set for the turn-out. The Station
Master shall daily check the glasses of the Point Indicators whether they are intact by operating the concerned
points after the indicator lamps have been lit and observing them. A record of this test shall be made in the Point
Indicator Register.

Note: “Trap/point indicator in the Petroleum and other inflammable liquids train dealing Station
yard should be provided with luminous strip in lieu of kerosene oil lit lamps. Wherever luminous strip is
provided, indicator should not be kerosene lit”.

(2) Responsibilities of the Station Master and Loco Pilot regarding the observation of Point
Indicators:-

a) At non-interlocked stations and at stations provided with Rudimentary Interlocking, the Station
Master on duty shall satisfy himself by observing the point Indicator that the points over which the
train will pass have been correctly set for both the reception and for the despatch of trains.

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b) At stations provided with single arm Home in multiple aspect upper quadrant signalled area, the
Station Master shall observe the Point Indicator to make sure that the route has been correctly set as
instructed by him before permitting the taking “off” of the Home signal.

c) At other interlocked stations, the Station Master need not observe the Point Indicator for
the correct setting of points.-

i) during the reception of trains if bracketed Home signals have been provided: and
ii) during dispatch of trains if Starters have been provided.

d) At non-interlocked stations and at stations provided with Rudimentary Interlocking, the Loco Pilots
of stopping and run through trains shall observe the Point Indicator at the trailing end, wherever
provided, to satisfy themselves that the points are correctly set for the line on which they are
proceeding
e) At interlocked station not provided with Starters, the Loco Pilots of stopping trains or run
through trains stopped out of course shall satisfy themselves before starting their trains by
observing the Point Indicator at the trailing end that the points are correctly set for the line from
which they are starting.

f) At all stations during failure of signals, the Station Master and Loco Pilot shall
satisfy themselves by observing the Point Indicator that the facing and trailing points are
correctly set.

g) Point Indicators, wherever provided, shall be observed during shunting operations also.

S.R. 3.49(iv) Shunting Permitted Indicator.- The Shunting Permitted Indicator is not a Stop signal but only
an indicator which always works in conjunction with a Stop signal. It shows in both directions by day, a black disc
with a yellow cross painted on it and by night, a yellow cross light in the case of disc type indicator, or a yellow
cross light both by day and by night in the case of light type indicator when shunting is permitted in the direction to
which it refers. The disc type Shunting Permitted Indicator shows the knife edge of the disc by day and no light by
night and the light type Shunting Permitted Indicator shows no light both by day and by night when shunting is not
permitted.

The person operating the ground lever of a Shunting Permitted Indicator for performing shunting shall personally
ensure that the fouling marks of the points, the movement over which is controlled by the `Shunting Permitted '
Indicator are clear, before returning the ground lever to normal.

3.50. Traps, slip sidings and catch sidings:- The Station Master shall take steps to ensure that the
points of all traps, slip sidings and catch sidings, and other points are set against the line which they are
intended to isolate, except when it is not necessary that they should be open for the purpose of
isolation.

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S.R. 3.50(i)(a) Traps may be either:-

(1) a Scotch Block
(2) a Haye's Derail,
(3) a Trap point with a single switch, or (4)
a Derailing Switch

Note:- A Derailing Switch is a pair of points leading to a short dead end and used solely for
the purpose of trapping the vehicles on the running line or siding. The staff in possession of the keys
of the locks of traps shall be held personally responsible for carrying out the instruction under Rule
3.50.

(b)(1) Slip sidings are intended to prevent vehicles at stations from escaping on to the Main
line. Shunting/Stabling of vehicles/wagons on slip siding is prohibited.

(2) Catch Sidings/"Kopcke" sidings are intended to catch vehicles or trains which have escaped
from the adjacent station or parted portions of trains coming out of control from the adjacent block section.
Shunting/Stabling of vehicles/wagons on Catch/ "Kopcke” sidings is prohibited.

Note:- "Kopcke" sidings are Catch siding of another design and serve the same purpose.

(3)(a) When the points at which Catch or Kopcke sidings take off are spring loaded, two Sign
Boards, one (Sign Board "A ") clear of the fouling mark of the siding and another (Sign Board " B ") at a
distance of 732 metres in advance of the spring loaded points are provided as indicated in the diagram
below:-

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(b) However,Sign Board 'A' only is provided clear of the fouling mark of Slip-siding points when the points
are spring loaded as indicated in the diagrambelow:-

(c) When the spring loaded points of a Slip or Catch/”Kopcke” siding are set in their normal position, i.e.,
to the Slip or Catch/”Kopcke” siding, trains will trail through for all movements in the trailing direction. No trains shall
be stopped on these points. Should a train stop on these points, the train shall not be moved over the points in the
facing direction.

Note:- A competent railway servant shall be deputed to ensure that there is no obstruction between the
stock rail and switch rail before a train is moved in the trailing direction.

3.51. Points:-

(1) All points shall normally be set for the straight except when otherwise authorised by special
instructions.
(2) The railway servant concerned with the operation of points and signals shall not, while on
duty, leave the place of operation of points or signals which are under his charge except under special
instructions.
(3) No railway servant shall interfere with any points, signals, or their fittings, signal wires or any
interlocking or block gear for the purpose of effecting repairs, or for any other purpose, except with the
previous permission of the Station Master.
S.R.3.51(i) Points shall not be moved or reversed when the leading wheels of an engine or other vehicles/
wagons are so near that the points that cannot be fully thrown over before the engine or other vehicles/wagons
come on the points. The points shall not be moved until the engine and all the vehicles/wagons have passed
completely clear.

S.R.3.51(ii)The Pointsmen are responsible to keep all the Non-interlocked Points at their stations clean
and clear of stones or other obstacles. The parts requiring particular attention are the surface of the switches and
chairs which are in contact with each other. The Non- interlocked points must be cleaned at least once in three
days with the mixture of axle oil and graphite powder.The handles of lever operated points and signals must be
kept free from rust and rubbed with an oiled rag during point cleaning. (Correction Memo no.03/2020 dated
19.08.2020)

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S.R.3.51(iii) A points man finding any points damaged shall not leave them until they are examined.
He shall immediately attract the attention of the Station Master by waving a red flag or lamp or by sending a
messenger and shall show a 'stop ' hand signal towards any train approaching the points.

S.R.3.51(iv) Whenever a train trails through wrongly set points the Loco Pilot shall on realizing the
situation, immediately stop his train. He shall then consult Guard and the Station Master and then restart and
proceed onward only if he is satisfied that the train can pass safely over the points without any accident. Backing
of trains over points which have been trailed through is prohibited.

S.R.3.51(v) A railway servant in-charge of a cabin, points or signals shall not leave his post.
If it is necessary for him to do so in order to comply with the safety rules he shall specifically depute a
responsible railway servant to remain in the cabin or he shall close and lock up the cabin.

S.R.3.51(vi) (a) To carry out work in connection with the lever frames, Track Circuits, Points, signals
etc.involving disconnection or removal of inter locking gear of any kind or for attending to failures, form S&T
(T/351) shall be used by the S&T official. Entries in the form shall be made in ink and no duplicate copies are
required.(C. Memo 1 / 2008 dated 10.01.08)

(b) Before commencing the work, the person in charge of the work shall fill up and sign the
disconnection notice and fill up the first part of the block copy and obtain thereon the Station Master's signature.
The signature of the Station Master on the first part of the block copy is the authority for the signal branch to
commence the work.

(c) Except under special instructions by the Divisional Railway Manager during the time the work is in
progress, all signals (excepting those which control movements over lines which are not only isolated, by the
setting of points, from the line affected by the work but are also maintained in the isolated condition by the
interlocking during the passage of the train) shall be treated as out of order and placed at “on” by the signal
branch staff. Rules 3.68 to 3.72 shall be observed for train movement past the signals which have been placed
at “on”.
Note – The above precautions shall also apply in case of disconnection of
interlocking gear owing to an accident or other reasons.
(d) After the work is completed, the person in charge of the work shall fill up and sign the reconnection
notice and fill up the second part of the block copy and obtain thereon the signature of the Station Master. The
signature of the person in-charge of the work on the reconnection notice is the authority for the Station Master to
resume normal working.

S.R.3.51(vii)(a)To carry out ordinary maintenance work of S&T equipments at station, form S&T/NM shall
be used. The S&T official attending to the maintenance work shall prepare th e NOTICE portion of the Form S&T /
NM with details of the equipment which will be taken up for maintenance with time and hand it over to the Station
Master. The Station Master shall give permission to the S&T official for undertaking the maintenance work as
requested in the NOTICE portion by according his consent in the 'CONSENT OF SM' portion in the form. On
completion of the work, the S&T official shall advise the Station Master through the 'COMPLETION REPORT' and
get the acknowledgement of Station Master. An entry to the effect that maintenance work is taken up at the station
with location and time shall be made in the station diary and TSR by duty Station Master. ( C. Memo 1 / 2008
dated 10.01.08)

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(b) In the case of maintenance work at trailing points the person required by the Station Working rules to
ensure the correct setting of the points for the reception or dispatch of a train, shall ensure that these points are not
only correctly set but are also padlocked or clamped in that position except in cases where the correct setting of
the points is ensured by the taking “off” of a fixed signal. The Station Master shall also make necessary
entries, in red ink, in the Station Diary.

S.R.3.51(viii)(a) Whenever it is necessary for an Inspector or a duly certified and competent signal
maintainer to carry out test of signal appliances of any description he shall make an entry in the station or cabin
diary stating the particulars of work to be done and the period during which it is anticipated to complete the test.
The Station Master or Cabin Assistant Station Masters shall countersign this entry in token that they have been
acquainted with the work to be done and they shall add any remark, they may consider necessary, regarding
movement in the yard etc., before the work is taken on hand.

(b) After the Inspecting official has given notice to the Cabin Assistant Station Master where testing is to
be carried out, the Cabin Assistant Station Master receiving the notice shall advise the Cabin Assistant Station
Master at the other end of the yard, the platform Station Master and the yard Station Master and get their
acknowledgements by obtaining a private number from each in token of their consent to carry out testing and
record the private number in the station diary. No move which would lead to the end of the yard where the testing is
in progress shall be carried out without the Cabin Assistant Station Master at that end being informed and his
permission obtained. This permission shall not be given by the Cabin Assistant Station Master until the official
carrying out the test has been advised and his acknowledgement obtained in writing and all testing relating to roads
on which the movement will take place has been stopped. Such permission shall be confirmed by communicating a
private number. The Cabin Assistant Station Master and the Station Masters shall record the private numbers given
and received in the station diaries.

(c) The Loco shed shall be advised that engine movements towards the traffic yard shall not be attempted
without the permission of the Station Master. A banner flag preceded by a Stop hand signal shall be arranged to be
provided at the exit from the Loco yard under the orders of the official carrying out the test, in the absence of the
fixed signal controlling such exit.

S.R. 3.51(ix) Trailable spring loaded non-interlocked points exist on passenger lines at the trailing end for
the purpose of engine run round at certain terminal yards protected by Stop Boards. No movements over these
points in the facing direction shall be permitted unless the points are properly set.

E. Hand Signals

3.52. Exhibition of hand signals.-

(1) All hand signals shall be exhibited by day by showing a flag or hand and by night by
showing a light prescribed in these rules.

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(2) During day a flag or flags shall normally be used as hand signals. Hands shall be used
in emergencies only when flags are not available.

(3) During night a hand signal shall normally be given by showing a red or green light. A
white light waved violently shall be used as a “Stop” signal only when the red light is not available.

(4) Red or Green light referred to in Sub rule (3) shall be either a static or flashing type
(GR Correction memo no.2/2008 dt 09.06.2008)
S.R.3.52(i) The arrangement of red and green slides in hand signal lamps shall be uniform. Holding the
lamp with the front facing away, the green slide should be on the left hand side and the red slide on the right hand
side. Every railway servant using a hand signal lamp shall see that the slides are on the correct sides and also
verify everyday just before coming on duty that all glasses are in good condition.

3.53. Stop hand signals.-

Indication Stop dead

How given by day:

By showing a red flag or by raising both arms with hand above the head as illustrated below:

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How given by night:

By showing a red light or by violently waving a white light horizontally across the body of the
person showing the signal as illustrated below:

3.54 Proceed hand signal.-

Indication: Proceed

How given by day:

By holding a green flag or by holding one arm steadily as illustrated below:

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How given by night:

By holding a green light steadily as illustrated below:

S.R.3.54(i) The “All Ready‟ signal is a signal indicating that all is ready for the train movement in
connection with which it is given. It is given by day, by smartly waving a green flag three times overhead from side
to side, pausing and waving it smartly two times, vertically up and down, and by night, by waving a green light in the
same manner.

3.55. Proceed with caution hand signal.-

Indication: Proceed slowly reducing speed further if the signal is given at a progressively slower rate.

How given by day:

By waving a green flag vertically up and down or by waving one arm in a similar manner as illustrated
below.

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How given by night:

By waving a green light vertically up and down as illustrated below:

Note.- when the speed is to be reduced further, this signal shall be given at a slower and slower
rate and when a stop is desired, the stop hand signal shall be shown.

3.56 Hand signals for shunting.-

The following hand signals shall be used in shunting operations in addition to the stop hand
signal:-
(a) Indication: Move away from the person signalling.
How given by day:
By a green flag or one arm moved slowly up and down as illustrated below:

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How given by night:

By a green light moved slowly up and down as illustrated below:

(b) Indication: move towards the person signalling

How given by day:

By a green flag or one arm moved from side to side across the body as illustrated below:

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How given by night:

By a green light moved from side to side across the body as illustrated below:

Note- The hand signals for `move away from the person signalling’ and `move towards the
person signalling’ shall be displayed slower and slower, until the stop hand signal is given if it is desired to
stop.

(c) indication: move slowly for coupling

How given by day:

By a green and a red flag held above the head or both hands raised over the head and
moved towards and away from each other as illustrated below:

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How given by night:

By a green light held above the head and moved by twisting the wrist as illustrated below:

3.57. Banner flags.-

A banner flag is a temporary fixed danger signal, consisting of a red cloth supported at
each end on a post and stretched across the line to which it refers.

S.R.3.57(i) Banner flags shall be not less than 150 centimetres long and 45
centimetres wide. They shall be stretched across the track on poles not less than 1.5 metres high.

S.R.3.57(ii) For “works of short duration” inside station limits if the line cannot be isolated, banner flags
shall be fixed at an adequate distance from the spot which has to be protected. (C M 9 of 20.02.07)

S.R.3.57(iii) For “works of short duration” outside station limits, banner flags shall be fixed in
accordance with S.R.15.09(iii).

S.R.3.57(iv) In the following circumstances, inside and outside station limits, banner flags shall be
used, with or without engineering indicators:-

(a) When rails are being renewed on the main line or in station yards.
(b) When points and crossings are being renewed.
(c) When a rail is being laid temporarily.
(d) When a longitudinal beam is being renewed on a bridge.
(e) When the line is being respaced or new extra sleepers are being inserted.
(f) When the main line is broken prior to being slewed and connected with a diversion, or when a
diversion has to be slewed back to the original alignment.
(g) To protect a lorry when brought to a stand between stations to load or unload heavy material.

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(h) To protect a lorry when it remains stationary in the station yard for more than 15 minutes.

(i) To protect vehicles which are being loaded or unloaded or lifted on traffic lines by the staff of the
other branches.

(j) To protect a vehicle, when dangerous goods are being loaded into or unloaded from it.

(k) To protect vehicles under repair.

(l) To protect lorries loaded with heavy materials.

(m) To protect traveling cranes.

(n) Where points, signals or interlocking are disconnected at an outlying siding.

(o) For ladder working in connection with OHE working.
(p) In any other circumstances which warrant such special precautions being taken.

S.R.3.57 (v) Banner flags shall be fixed at an adequate distance from the object or spot which
has to be protected.

S.R.3.57 (vi) When a diversion is in use for the daily passage of trains and no work endangering the track
is in progress on it or in its vicinity, banner flags need not be used in addition to engineering stop indicators. Banner
flags shall not be used at night.

3.58. Knowledge and possession of hand signals.-

(1) Every railway servant connected with the movement of trains, shunting operations,
maintenance of installations and works of any nature affecting safety of trains shall have-

(a) a correct knowledge of hand signals; and

(b) the requisite hand signals with him while on duty and keep them in good
working order and ready for immediate use.
(2) Every railway servant shall see that the staff under him concerned with use of hand
signals are adequately supplied with all necessary equipment for hand signalling and have a correct
knowledge of their use.

(3) A red flag and a green flag by day or a lamp, which is capable of showing red, green and
white lights by night, shall constitute the requisite equipment for hand signalling.

(4) Every Station Master shall see that his station is adequately supplied with all
necessary equipment for hand signalling.

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F. Detonating Signals

3.59. Description of detonating signals.- Detonating signals, otherwise known as

detonators or fog signals, are appliances which are fixed on the rails and when an engine or a
vehicle passes over them, they explode with a loud report so as to attract attention of the Loco
Pilot.

3.60. Method of using detonators.-

(1) A detonator when required to be used shall be placed on the rail with the label or brand
facing upwards and shall be fixed to the rail by bending the clasps around the head of the rail.
(2) In the case of a mixed gauge, detonators shall be placed on the common rail or on one rail
of each gauge.

3.61. Placing of detonators in thick, foggy or tempestuous weather impairing visibility.-

(1) In thick, foggy or tempestuous weather impairing visibility, whenever it is

necessary to indicate to the Loco Pilot of an approaching train the locality of a signal, two detonators
shall be placed on the line, by a railway servant appointed by the Station Master in this behalf, about 10
metres apart, and at least 270 metres outside the signal or signals concerned.

(2) (a)The Station Master may comply with the provisions of sub-rule (1) at his
discretion; but shall always do so when visibility conditions from any cause prevent him from seeing
a prescribed visibility test object from a distance of not less than 180 metres or a lesser distance if
expressly sanctioned by the Railway Board.
(b) The visibility test object may be-
(i) a post erected for the purpose and lighted at night; or
(ii) the arm by day and the light or the back light by night of a fixed semaphore signal
specified by special instructions; or
(iii) the light of a fixed colour light signal both by day and night specified by special instructions.

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S.R.3.61 (i) (a) The visibility test object shall be specified in the Station Working Rules.

(b) At stations situated in localities where fog, or dust storms or heavy rains are generally
prevalent, such posts shall be provided separately.

(c) Visibility test post will be a vertical post painted alternately black and white and illuminated
during night and fixed at 180 metres from the centre of the Station Master's office.

(d) In foggy or tempestuous weather or in dust storms when station signals cannot be seen, the Station
Master on duty shall personally ensure that the station signals are lit, and then send two trained men to act as
detonator (fog) signalmen, one in either direction, to the fog signal posts, which are erected at all stations at 270
metres in rear of First Stop signal. ( C.Memo No.1/2011 dated 21.02.2011)

(e) Each of these men shall be provided with 20 detonating (fog) signals or such lesser number as may
be as prescribed under special instructions. The fog signalmen shall place two detonators on the centre of the
head of the rails, with the label or brand upwards, which shall be securely fastened to the rail by bending the
clasps around the upper flanges of the rail, about 10 metres apart from each other, which on explosions under the
wheels of an engine, will warn Loco Pilot of his proximity to the First Stop signal. (C. Memo No. 1 / 2011 dated
21.02.2011)

(f) After the passage of each train over detonating (fog) signals, which have been so placed on
the rails, the fog signalmen shall immediately replace them by two fresh detonators.

(g) When a railway servant has placed one or more detonators on the line, he shall withdraw beyond the
safety radius of 45 metres from the detonator or detonators before they are exploded by an approaching engine or
train. He shall be responsible for warning as far as circumstances permit, any person in the vicinity to stand beyond
the safety radius.

Staff in observing the safety radius of 45 metres shall place themselves as far as possible in
rear of the locomotive, train or wagon passing over the detonators.

(h) (i) Where not necessary to place Detonators:- It is not necessary to place detonators to indicate
location of a Stop signal to the Loco Pilot in following circumstances.
(a) In sections where a reliable Fog Safe Device has been provided on locomotives.
(b) Where adequate pre-warning is provided; i.e. at stations where double distant signals are
provided;
(c) Where maximum speed allowed in the station section is up to 15 kmph even at stations where pre-
warning signal is not available, but a Warning Boards exists;
(d) Where speed of the section is less than 50 kmph (but more than 15 kmph) and the first signal of a
Station is not a stop signal.
(e) In Automatic Signalling territory;
(f) On Gate Signal
(g) On departure signal
(h) At the site(s) of Temporary Speed restriction imposed due to maintenance of Track / OHE / Signal.

(ii) Where it is necessary to place Detonators:- The Detonators should be placed at 270 metres
short of the First Stop signal at stations detailed as under:-
(a) At 'A' class stations where Warner exists - Detonators to be placed short of Home signal and not
the Warner.
(b) At 'B' class stations equipped with Lower quadrant Signals - Detonators to be placed short of
Outer signal.
(c) In Multiple Aspect Signalling. where single Distant Signal is provided - Detonators to be placed
short of Home signal. (C. Memo No. 1 /2011 dated 21.02.2011)

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(i) The position of the Fog signal post, the fog signals and the Fog Signalman are shown in the diagram
below:-

(Correction memo No.1/2011 dt.21.01.2011)

(j) Each of the trained men sent out with detonating (fog) signals, shall carry a lighted hand signal lamp.
Should the Fog Signalman be aware of any obstruction on the line, he shall show a Stop hand signal in
accordance with General Rule 3.53 in the direction in which a train is expected or approaching. On single line
sections for trains leaving a station, the Fog Signalman deputed to place detonators shall show to the Loco Pilot a
“Proceed” hand signal in accordance with General Rule 3.54.

(k) As soon as it is necessary for the Station Master on duty, to take action under S.R.3.61(d) he will
immediately call on duty, two of the station Class IV staff who are “off” duty. The Station Master on duty may either
use the two men called from “off” duty or two of the men already “on” duty for the purpose of seeing that signals are
lit and for sending two men trained in fog signalling duties to either end of the station limits, or he may utilize, if
available, two trained Gangmen detailed for the purpose by the Permanent Way Inspector but in any event, the
trained men sent out to the fog signal posts shall be a regular employees of the Railway.

(l) The procedure in S.R.3.61(k) refers to action to be taken by the Station Master on duty in an
emergency
(i) Divisional Railway Manager will notify the names of stations at which fog prevails persistently. At each
such station, two group 'D' staff shall be posted and detailed to act as Fog Signalmen one at each end. If Group 'D'
staff is not available at the station, Gang men are to be deputed by Permanent Way Inspector to the station,
required to act as fog signalmen. (C. Memo No. 1 /2011 dated 21.02.2011)

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(ii) At a double line station if the fog appears for about 7 days in the month it should be treated as
persistent fog and separate Fog Porters should be appointed. If the fog is for less than 7 days in the month the
Station Master will act according to SR 3.61(k), that is, he will immediately call out two of the station Class IV staff
who are “Off" duty to work at the station as Porters and the staff who are “On” duty will be utilized for fog signalling
duties. The “Off” duty staff will be paid any overtime that is due and will be replaced by “Substitutes” to work during
their normal turn of duty. This arrangement will obviate the necessity of retaining Fog Porters permanently and
“substitutes” will be required for permanent staff only when they are actually utilized on fog signalling duty. It, shall
however, be noted that only regular employees will be utilized on fog signalling duty.

(iii) At single line stations where the station Porters are required for delivering tokens also, Divisional
Railway Managers shall examine both the duration of fog and the number of days in a month on which it appears
and then taking the overall work into consideration, determine whether special Fog Porters are required or not. If fog
appears only on one or two days in a month and for a short duration it would obviously be not necessary to have
separate Fog Porters and the procedure stated in sub-paragraph (i) above shall be followed.

(m) On branch lines or sections on which traffic is light, instead of a Fog Signalman remaining continuously
on duty at each fog signal post, a Fog Signalman may be sent out to place fog signals for each individual train. This
procedure may only be adopted under “Special Instructions”. In such cases, Line Clear shall not be given for a train,
unless the Fog Signalman has been sent out at least 30 minutes before the train is due to leave the station in rear.

(n) The Station Master shall ensure that fresh supplies of detonators are sent to the men in
replacement of those used.

(o) A “Station Detonator Register” shall be maintained at each station, and shall show the names of Fog
Signalmen on duty, periods of duty, the stock of detonators, the number of detonators sent out with each Fog
Signalman, the number of each train under which detonators have been exploded, and the number of unused
detonators and used cases (including those which have failed to explode) returned each time by Fog Signalman to
the Station Master on duty.

(p) The Station Master shall obtain in the “Station Detonator Register”, the signature or thumb
impression of all men deputed and/or posted to his station as Fog Signalman, as an acknowledgement that they
understand the rules relating to the fog signalling of trains.

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3.62. Placing of detonators in case of obstruction.-

(1) Whenever in consequence of an obstruction of a line, it is necessary for a railway

servant to stop approaching trains, he shall proceed, plainly showing his Stop hand signal, to a point
400 metres from the obstruction and place on the line one detonator and then proceed to a point 800
metres from the obstruction and place on the line three detonators, about 10 metres apart, at such
place:
Provided that on the broad gauge the first detonator shall be placed at 600 metres and three
detonators at 1200 metres from the obstruction about 10 metres apart from each other.
(2) If the said railway servant is recalled before the obstruction is removed, he shall leave
down three detonators and, on his way back, pick up the intermediate detonator.
Note.- (i) The distances referred to in General Rule 3.62 (1) shall be 500 metres and 1000 metres
respectively on Metre Gauge and Narrow Gauge sections.
(ii) In the case of sharp curves and steep gradients, the distances for placing the three detonators
mentioned above may be increased suitably as the circumstances of the case may warrant.

S.R. 3.62(i) The obstruction in Automatic territory consisting of a train/part of a train on the rails shall
be protected as per Rule 9.10. Any obstruction in Automatic territory other than a train/part of a train on rails
shall be protected as per Rule 3.62.

3.63 Replacement of detonators on the line.- Every railway servant placing detonators on
the line shall see that they are, when necessary, replaced immediately after a train has passed over
them.

3.64. Knowledge and possession of detonators.-

(1)(a) All Station Masters, Guards, Loco Pilots, Gangmates, Gatemen and all other railway
servants on whom this duty is laid by the Railway Administration, shall keep a stock of detonators.

(b) The Railway Administration shall be responsible for the supply, renewal,periodical testing
and safe custody of such detonators, and for ensuring that their use is properly understood.

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(2) Every railway servant concerned with the use of detonators shall have a correct
knowledge of their use and keep them ready for immediate use.

(3) Every railway servant shall see that the railway servants in his charge concerned with the
use of detonators have a correct knowledge of their use.

S.R.3.64(i)(a)- A case containing 10 detonators shall form part of the equipment, when on duty, of every
Guard, Loco Pilot on the foot plate, Station Master, Cabin Assistant Station Master, Cabinman, Permanent Way
Gangmate, Keyman, Gateman, Bridge Watchman, Cutting Watchman, Patrolman and the official in charge of every
push trolley, motor trolley and lorry.

(b) The Divisional Railway Manager shall prescribe the number of detonators which shall be kept in stock
at stations, and the minimum number below which the stock shall not be allowed to fall.

(c )The Divisional Railway Manager shall prescribe the number of detonators which shall be kept in stock
in each Permanent Way Inspector's office and Running Sheds respectively and also the minimum number below
which the stock shall not be allowed to fall.

(d) Station Masters, Running Shed/Loco Foremen and Permanent Way Inspectors are
responsible for seeing that the stock of detonators is never allowed to fall below the minimum.

S.R.3.64(ii)(a) Station Masters shall supply detonators to Guards head quartered at their
stations and to Gatemen working under their control.

(b) Permanent Way Inspectors shall supply detonators to Gangmates, keyman, Gatemen (not covered in
(i) above), Bridge Watchmen, Cutting Watchmen and Patrolmen.

(c) Running Shed/Loco Foremen shall supply detonators to Loco Pilots.

(d) The users of push Trolley, motor Trolley, lorry etc. shall arrange for the supply of detonators either
direct from the Divisional Railway Manager or through the Station Masters, Permanent Way Inspectors, or Running
Shed Loco Foremen of their headquarters station, as may be convenient.

S.R.3.64(iii)(a) Detonators shall be carefully handled as they are liable to explode if roughly
handled.

(b) Detonators shall be kept in tin cases specially supplied and they shall be stored in dry places and not
left in contact with the brick, walls damp wood, chloride of lime or other disinfectants, not exposed to dampness or
steam or other vapours.

S.R.3.64(iv)(a) At stations, Loco Shed, etc., where stocks of detonating signals are kept for issue to
Guards, Loco Pilots, Fog Signalmen or other railway servants, Station Masters, the Running Shed Loco Foreman
or other railway servant in charge of such stock shall test at least one detonator from each tin case issued to the
staff. The deficiency in each of these cases shall be made up by a detonator or detonators from another tin case
from which one detonator has been tested.

(b) Traffic Inspectors, Station Masters, Running Shed/Loco Foreman and Permanent Way Inspectors
are responsible to ensure that the detonators in possession of railway servants within their jurisdiction are tested
once in 12 months.

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SR.3.64(iv)(c)(i) The life of a detonator is seven years reckoning from the month and year of
its manufacture. After expiry of this period two detonators in each batch / lot should be tested by the concerned
supervisory official and if the results of these tests are satisfactory the life should be extended by 3 years and
such tests on such stock whose life has been extended shall be repeated every year to test their efficacy. Where
the results are unsatisfactory, the whole stock of the particular batch/lot should be withdrawn and replaced by
fresh stock.

Note:-
1. This rule applies to all sections of the Railway
2. However the normal shelf life of detonators manufactured during 2010 and there after shall be 5
years reckoned from the year of its manufacture. It can however, be extended further for a maximum of 3
more years provided that detonators which are more than 5 years old are effective. For this purpose, two
detonators in each batch / lot should be tested at the end of 5 years and if the result of these tests are
satisfactory, life of the detonators of that batch / lot should be extended by one more year on expiry of
which similar tests should be conducted annually to extend the life of the detonators of that particular
batch / lot up to a maximum of 8 years from the year of manufacture.
(C. Memo No. 1 / 2012 dated 09.03.12)
(ii) All time expired fog signals (more than 10 years old) need not be returned to the Stores depots
but shall be destroyed at the sites by the concerned stock holders in the presence of a Gazetted officer who
shall give a certificate in the relevant records to this effect.
(d) Detonators bearing any sign of rust on the surface or appearing unsatisfactory in any way or those
failing to explode during tests or in actual working shall be promptly destroyed as detailed in S.R.3.64(vii).

(e) While testing detonators from a tin case, the one which is the oldest as regards the date of
manufacture shall be used.

(f) Detonators shall be tested under an empty wagon moving at 8 to 10 Kilometres an hour. The empty
wagon shall be propelled by a steam or electric locomotive. Tests shall not be carried out by an official lower in
rank than a Traffic Inspector, Permanent Way Inspector, Loco Inspector of Running Shed/Loco Foreman. Station
Master at Guard‟s headquarters station are, however, authorised to test detonators in their charge or issued by
them. Care shall be taken to ensure that test is not conducted in a crowded locality or near a level crossing where
splinters from detonators may cause injury.

(g) Excepting the crew of the locomotive employed in the test, no person shall be allowed to remain
within a radius of 45 metres from the detonator which is being tested. The staff shall, while observing the safety
radius of 45 metres place themselves as far as possible in rear of the locomotive or train or wagon passing
over the detonators as it has been found in practice that splinters from detonators seldom fly in a direction
towards the rear of the wheel which explodes them. The engine crew shall also keep themselves well within the
cab while passing over the detonator. The official-in-charge of the testing operation, shall, before
commencement of the operation, be responsible for posting sufficient men to ensure that no person
encroaches upon the 45 metres safety radius until the test is completed.

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(h) A record of the number of detonators tested as also the results of test shall be
maintained in a special register kept for the purpose at the place of testing.

(i) After the test is completed, results of the tests shall be communicated to the issuing officer of the
detonators, by the official conducting the test.

(j) The staff in possession of the detonators shall not make any improper use of them.

S.R.3.64(v) Station Masters, Running Shed/Loco Foreman, Permanent Way Inspectors are responsible
for ensuring that the detonators in possession of the railway servants under them are tested as prescribed under
the rules and that the staff known how and when to use them. For Gateman within station limits, this responsibility
lies with the Station Master or Traffic Inspector of the section. Such staff as are expected to use detonators shall
be tested once in three months by the Inspecting officials and Senior Supervisors in regard to their knowledge of
use of detonators.

S.R.3.64(vi) Each Station Master, Running Shed/Loco Foreman and Permanent Way Inspector shall
maintain a register of receipts, use and testing of detonators in respect of Railway staff to whom the detonators
were issued by him.

S.R.3.64(vii) The time-expired detonators shall be destroyed by the following methods:-

(i) By soaking them in light mineral oil for 48 hours and throwing them one by one into fire with due
precautions.
(ii) By burning them in incinerator.
(iii) By detonating them under the wagons during shunting operations.
(iv) By throwing them in deep sea.

The destruction of time-barred detonators shall be arranged in the presence of a Gazetted Officer and in no case
below the rank of a Senior Supervisor. He shall ensure that during destruction every care is taken to see that the
splinters of detonators do not cause any injury to life and property. In no case the detonators shall be buried or
thrown in water at such places where they could be recovered by human beings.

S.R.3.64(viii) Relief.- Divisional Railway Manager will arrange for a relief force for relieving Fog
Signalmen at stations in areas in which fogs are prevalent, when such men are absent on account of sickness or
authorised leave.
S.R.3.64(ix) Acknowledgement of Rules.- The Station Master shall obtain the signature or thumb
impression of Fog Signalmen in the “Station Detonator Register”, as an acknowledgement that they know and
understand the rules for fog signalling of trains.
S.R.3.64(x) Record of detonating (fog) signals and exploded cases.- (i) The Station Master on duty
shall be responsible for ensuring that the Fog Signalman, before going out on duty to the fog signal posts, count
the number of detonating (fog) signals issued to them. This number shall be entered in the “Station Detonator
Register” in Form Annexure “A‟ and the Station Master on duty and the fog Signalmen shall jointly sign this
entry.

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(ii) As each train has passed over the detonating (fog) signals placed for it, the Fog Signalmen shall
collect the exploded cases (not omitting the cases of detonators which have failed to explode) and when his period
of duty is over, or when he is recalled on the weather clearing up, he shall bring all the used detonators and any
unused detonators he still has, and make them over to the Station Master on duty. The Station Master on duty
shall enter in the “Station Detonator Register” in Form Annexure “A‟ the number of used detonators and unused
detonators, and both the Station Master and Fog Signalman shall sign against this entry. If the Fog Signalman is
illiterate, the Station Master shall take his thumb impression.

Annexure "A"

STATION DETONATOR REGISTER at… …. . … ……

INSTRUCTIONS

1. This register contains the following parts:-

Part I- Particulars of Fog Signalmen posted at the station from time-to-time.
Part II- Particulars of receipt and stock of detonating (Fog) signals at the station, to be filled in whenever detonators
are used or received.
Part III-Periods of fogs, Fog Signalman on duty, and details of detonators used.
Part IV- Particulars of Issue and Testing of fog signals at Depot, Station, Loco Shed, etc.

2. As soon as a man is posted to or detailed for duty at a station as a Fog Signalman, theStation
Master shall satisfy himself that the man is fully acquainted with and understands the rules relating to the placing of
detonating (fog) signals at stations during thick or foggy weather. As an assurance of this, the Station Master shall
take the signature or thumb impression of such men in the appropriate column of part I of this register.

3. The Station Master shall ensure that the information to be maintained in this register iskept up-to-date
and is accurate in all respects.

4. Traffic Inspectors shall check the register, as also the stock of detonators on hand,each time they visit a
station and initial with date as an indication of their having done so.

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SOUTHERN RAILWAY
PART I
FOG SIGNAL MEN POSTED at… … ……… ……… …. . Station.

Date of
testing of
Period for
Signature the Fog Signature
which Name of Substantive Assurance Signature
of the Signalman of the
worked at Fog post of Fog of Fog of Fog
Station in his duties Station
the Signalman Signalman Signalman Signalman
Master by the Master
station
Station
Master
From To

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SOUTHERN RAILWAY
PART II
STOCK OF DETONATING (FOG) SIGNALS

Closing
balance of Signature of
Opening balance Stock Particulars Stock used
Date Station
of fog signals received on during day detonators on
of receipt Master
date hand

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PART III …………………… . Station. Up/Down Trains

No. of
detonating No. of detonators
Durationof Fog
(Fog) Signals returned to Station
Signature of Remarks
issued Master on duty
Si
Sent out gn
Na a
Tim e for rene
me tu
Time cleared wal Sig re Fo Shells of
of Tim Tra
commenced and nat of ins g exploded
Fog e for
and
ure St sig deton
Sig Fog at whi Balanc
Date Control Ti / ch nal ators Explan
Control nal Sign e
thu on use ma and ation Fog Station
advised advi al me i

88
ma To d deton
man
mb M n those for not Signal
sed non Fog No Un ators
duty sent H. imp a ret deton accoun man or Master
Signa : use not
M. res urn ators ted for thumb on
out l man s d accoun
sion ed which detona impre Duty
H. M. H.M. H. t det ted
of to failed to tors ssion
M. ona by 12
Fog er stat explode
Sig on tor and
ion
nal D 13
man u
t y

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
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SOUTHERN RAILWAY PART IV

-------------- Station /Shed /Office

Month and
Ticke Year and
Dat year of
t No. No. of month of Dat No. of Dat Month
Sl.No Nam Designatio e of Numbe manufactur
and detonator manufactur e detonator e of and
. e n issu r used e of the
P.F. s issued e of used s tested test year of
e replaced
No. detonators
detonators the
detonat
or
tested

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G. SIGNALS TO WARN INCOMING TRAIN OF DANGER AHEAD

(C. Memo No. 1 / 2010 dated 23.02.10)

3.65. Description of flare signals.-

The signals to be used to warn the incoming train of an obstruction shall be a Red
Flashing hand signal lamp at night or a red flag during day. (C.M.No.1/2010 dated 23.02.10)
S.R.3.65(1) When it becomes necessary to protect an obstruction in a Block section a red flashing hand
signal lamp may be used while the Railway servant proceeds to place detonators.
( C.Memo No.3/2021 dated 25.08.2021 )

3.66. Use of Warning Signals:-

When it becomes necessary to protect an obstruction in a block section, a signal may be used as
prescribed by special instructions under rule 3.65, while the railway servant proceeds to place
detonators. (C. Memo No. 1 / 2010 dated 23.02.10)

S.R.3.66(i)(1) In emergencies a red flashing hand signal lamp can be used to exhibit timely warning in the
form of danger signals to Loco pilots of approaching trains, of any obstruction, when the Guards and Loco Pilots do
not have adequate time to run forward and pin down fog signals to protect the obstruction in the normal manner.
( C.Memo No.3/2021 dated 25.08.2021 )

(2) The Loco Pilot on observing a red flashing light shall stop his train immediately and act as per GR 3.78
(4) and (5). ( C.Memo No.3/2021 dated 25.08.2021 )

(3) The red flashing light shall be shown from such a place, in such a manner, so that it could be seen
clearly by the Loco Pilot of the approaching train from as great a distance as possible.
( C.Memo No.3/2021 dated 25.08.2021 )

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3.67. Knowledge and possession of Warning signals:-

(1) (a) All concerned Railway servants on whom this duty is laid by the Railway Administration
shall keep a stock of such signal as may be prescribed by special instruction under Rule 3.65.

(b) The Railway Administration shall be responsible for the supply, renewal and safe custody of
such signals, as may be prescribed by special instruction under Rule 3.65 and for ensuring that their
use is properly understood.

(c) The Railway administration shall supply every Guard, Loco Pilot, Patrolman and Gate man
working on the Double / Multiple line, Ghat, Suburban or Automatic Block Territories with such signal as
may be prescribed by special instruction under Rule 3.65.

(2) Every railway servant concerned with the use of signals as prescribed by special instruction
under Rule 3.65, shall have a correct knowledge of their use and keep them ready for immediate use.

(3) Every railway servant shall see that the railway servants in his charge concerned with the
use of warning signals as prescribed by special instruction under Rule 3.65, have a correct knowledge
of their use. (C. Memo No. 1 / 2010 dated 23.02.10).

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H. Defective Fixed Signals and Points

3.68. Duties of Station Master generally when a signal is defective.-

(1) As soon as a Station Master becomes aware that any signal has become defective or has
ceased to work properly, he shall-
(a) immediately arrange to place the signal at “on” if it is not already in that position;

(b) depute competent railway servants with such hand signals and detonators as may be
required to give signals at the foot of the defective signals until he is satisfied that such signal has been
put into proper working order;

(c) taken action in accordance with Rules 3.69 and 3.70 as may be required for
movement of trains past the defective signals; and

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(d) report the occurrence to the railway servant responsible for the upkeep of the signals, and if
the section is controlled, the Controller also.

(2) When the Station Master receives information of any defect in a signal not pertaining to his
station from the Loco Pilot or the Guard or any other railway servant, he shall immediately inform the
Station Master concerned of the fact and keep the Controller advised, where the section is controlled.

(3) In case of signals becoming defective at stations situated on Centralised Traffic Control
territories, the Centralised Traffic Control Operator on becoming aware of such defects, shall take action
in accordance with special instructions.

S.R.3.68(i)(a) The signals which has been kept at “on” under the provisions of General Rule
3.68(1)(a) shall be lighted at night. If, however, the signal arm, cannot be kept at “on”, the signal lamp shall
be kept extinguished at night.
The signal lamp shall also be kept extinguished at night when cracks and breakages are
noticed in the red roundel.

(b) Inspection of Signal Roundels.- The railway servant who lights the signals shall inspect the
roundels for cracks or breakages and if any defect is noticed, report the matter immediately to the station
Master on duty who shall enter the report in the Station Diary. Such signals shall be treated as defective
during the period they are required to be kept burning and action shall be taken in accordance with the
procedure prescribed in the General Rules 3.68 to 3.75 and Subsidiary Rules there under, provided that if
there is any crack or breakage in the red roundel, the signal shall not be allowed to remain lit and a
competent railway servant shall be deputed to show a Stop hand signal to the approaching trains from the
foot of the signal.

S.R.3.68(i)(c)(1) At stations provided with colour light signals where lights cannot be kept burning
due to power failure including failure of stand by arrangements, the Station Master must inform the
Station on either side and the Section Controller immediately, who shall inform the Senior Divisional
Electrical Engineer/Divisional Electrical Engineer and Senior Divisional Signal and Telecommunications
Engineer/Divisional Signal and Tele communications Engineer concerned through their respective control
cells apart from advising the Senior Divisional Operations Manager/Divisional Operations Manager and
Chief Controller.

(2) Before despatching a train to such a station, Station Master of the station in rear shall issue
caution order to the Loco Pilot advising him of the absence of any light on the signals and therefore for
keeping a good vigil and look out and to stop at the foot of the First Stop signal post of the station where
signal lights are put out.

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(3) Authority to pass defective signal should be issued to the Loco Pilot by the Station Master of the
station where the failure has occurred, at the foot of the First Stop signal/Starter signal [T/369-(3b)].

Note: The issue of written authority [T/369(1)] to pass such defective signal by the Station Master in
rear/the last nominated station is strictly prohibited in the above case.

(4) When power supply is resumed and signal is lit again, the advice as indicated in Para (a) above
shall be cancelled and the Loco Pilot of the train shall be guided by the aspect of the signal.

Note: With regard to Semaphore signal refer to provision of SR. 8.03.

S.R.3.68.(ii)(a)(1) When the signals or points at interlocked stations, or at stations where points are
detected by (or key locked with) the signals, become defective or cease to work properly, the Station Master shall
personally inspect the points detected by the defective signal and satisfy himself that such points are correctly set
and secured with cotter and bolt and padlocked or clamped and padlocked before authorizing movement of any
train over them, and the padlock or clamp keys are kept in his personal custody; that all the trailing points over
which the train will pass are correctly set; that the level crossing gates, if any, are closed and locked against road
traffic and that the route governed by the defective signal is clear and free from obstructions.

Note. – During failure of signals/points all motor operated points lying on the route
(i.e. both facing and trailing points) shall be correctly set and locked as above.

The Station Master shall complete the personal inspection of Points before granting Line Clear for a train
to be received as per GR 3.69 (3)(a) and SR 3.69(ii); or before receiving a train vide GR 3.69(3)(b) and SR 3.69
(vii); or before authorizing the Loco Pilot on the signal post telephone, where provided, under special instructions;
or before handing over the prescribed form to the Loco Pilot under GR 3.70.

“In the case of reception of a train, the Station Master shall also personally ensure that the adequate
distance as provided for in General Rules 3.40 and 3.41 is clear and free from obstruction in all cases where the
train is not stopped at the first Stop signal. In the case of a reception of a train which has been stopped at the First
Stop signal before issuing the authority to enter into the station without taking “off” any reception signal, the line on
which it is intended to receive the train should be kept clear upto the place at which the train is required to come to
a stand”.

The responsibility devolving on the Station Master under S.R.3.68(ii)(a)(i) shall not be delegated to any
member of Station staff except in the case of Cabin Assistant Station Master when the Cabin Assistant Station
Master can discharge the duties devolving on the Station Master.

(2) From the moment the competent railway servant/servants has/have been sent to hand-signal a train
or to issue T/369-(3b) or the Calling-on signal has been taken “off” or the Loco Pilot has been authorised on the
signal post telephone where provided, to pass the defective signal/signals at “on” the Station Master shall not
authorize the taking “off” of signals for any other train or authorize hand- signalling-

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or piloting of any other train which would obstruct the line governed by the defective signal/signals on which the
train has been authorised to be received at the first instance until such train has arrived and come to a stop at the
station or passed through the station.

(3) Whenever a train is to be received into or despatched from a station, during failure or suspension of
working of signals, the Station Master shall specially ensure that no conflicting train or vehicle movement is made
towards the points over which the train will pass.

(b) At station with more than one cabin, manned by Cabin Assistant Station Master, the procedure for
exchange of Private Numbers regarding reception of trains shall be followed in accordance with the Station Working
Rules excepting release of slots and Station Master‛s control.

S.R.3.68(ii)(c)(1) Where part of the reception line is provided with Track Circuits or Axle Counters, the
Station Master shall satisfy themselves by observing the track indicators that the above parts of nominated
reception line under their jurisdiction is/are clear free from obstructions before authorizing clearance of
reception signals for the trains.

(2) However, it is the responsibility of the Station Master to physically verify that those parts of the
reception line under their jurisdiction which are not equipped with Track Circuits/Axle Counters is/are clear and free
from obstruction before authorizing clearance of reception signals for the trains.

(3) If there is a lapse of more than 24 hours between two movements on Track Circuited line, the
Station Master shall personally check and ensure that the line is clear and free from obstructions.

(4) (i) Since Trolley, Lorry, Motor Trolley or Rail Motor Wagon may not actuate the Track Circuit or
Axle counter,the Station Master shall place on the relevant signal knob/signal lever/Station Master's control
slide in the "Line Blocked" collars when he has reason to believe either by visual observation or on the
advice received from the officials authorised to make use of such vehicles that the track is occupied by
Trolley, Lorry, Motor Trolley or Rail Motor Wagon. The Station Master in such case must personally ensure
that the line is clear and free from obstructions of such vehicles before nomination of the line for reception of a
train, although such line is provided with Track Circuit/Axle Counter. The Signal should be taken “off” and the
train dealt with “on” signals. If the signal fails to respond, it should be treated as a case of signal failure and the
train should be dealt in accordance with G.Rs.3.68 to 3.76 and Subsidiary Rules thereunder.

(ii) No Trolley, Dip-Lorry, Material Lorry, Ladder Trolley, Rail Motor wagon shall be placed within the
station limits by any staff without the written permission from the Station Masters on duty. The duration shall be
clearly indicated and the staff-in-charge of the Trolley, Dip-Lorry, Material Lorry, Ladder Trolley, Rail Motor wagon is
personally responsible to provide written information about the clearance of the obstruction. The Station Master on
duty shall ensure that he is in possession of such written confirmation of the clearance of the obstruction.

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(5) During Failure/Disconnection of Axle Counter:- (i) Station Master shall physically verify that the reception
line under their jurisdiction is clear and free from obstructions and the trains shall be dealt in accordance with G.R
3.68 to 3.76 and Subsidiary Rules there under.

(6) During failure/disconnection of Track Circuits:- During failure/disconnection of Track Circuiting, the
signals shall be treated as having failed. The train shall then be dealt in accordance with the provisions contained in
G.R 3.68 to 3.76 and Subsidiary Rules there under. The Station Master/Cabin man shall personally verify about the
clearance of the reception line under their jurisdiction before allowing any train to move over the line.

(7)(a) In the case of signal failures mentioned in the above two paragraphs 'Line Blocked ' Collars shall be
placed immediately on the relevant Signal Knob/Signal lever/Station Master‛s Control Slide and the trains piloted
until the safe functioning of the Track Circuit/Axle counter is certified by the competent signal staff.

(b) In case of defective Shunt signals, the Station Master shall personally ensure that all the facing points
interlocked with the signal are correctly set and locked and all the trailing points interlocked with the signal are
correctly set, before issuing the prescribed authority to the Loco Pilot to pass the signal at “on”.

Where more than one Shunt signal reading over a particular route becomes defective and the movement
past the signals does not involve opposing or conflicting routes, only a single form shall be issued for passing all
such Shunt signals but a ' Proceed ' hand signal shall be shown at the foot of each such Shunt signal.

Note.- At station where Reception and Despatch Order Books are in use or where Line Label and
Line Badge exchange procedure is in force, the staff responsible for the correct setting and locking of
points and for ensuring that the line is clear and free from obstruction for the reception and despatch of
trains during normal working i.e., when signals are in working order, shall also be similarly responsible
during the failure of signals or points.

(c) Regarding defective gate Stop signals, the procedure detailed under Rule 3.73 shall be
followed.

S.R.3.68(iii) Wherever Stop signals have been provided to protect outlying sidings, the action to be taken
when such signals become defective shall be incorporated in the Station Working Rules of the station controlling
such sidings.

S.R.3.68(iv) When a signal has become defective, it shall not be taken “off” on any account of any train until
it is put into good working order by the authorised official.

S.R.3.68(v) The signal wires expand during the heat of the day and contract during the cool hours of the
night and where means of adjustment for the wire are provided, the wire regulator shall be tightened-up every time
before the signal is taken “off” and slackened off every time after the signals has been put back

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to “on” so as to ensure that the signal arm assumes the prescribed “on” and “off” positions.

S.R.3.68(vi)(1) As soon as the Station Master becomes aware that any signal at his station
governing the movement of trains has been defective, he shall immediately report such defects with complete
particulars, either in writing or by telegraph to the Signal Inspector with copy to the respective Signal
Maintainer. A copy of the report of failure of signal/signals shall also be endorsed to the Traffic Inspector,
Divisional Signal and Telecommunication Engineer, Divisional Safety Officer, Controller and other
authorities as may be specified in the Station Working Rules.

(2)Failure of the signal apparatus shall be recorded in the Signal, Block, Telecommunication Failure and
Inspection book. A copy of this book shall be kept in the Station Master’s Office. The Station Master on duty is
responsible for the correctness of the particulars entered therein.

(3) Before, however, attending to the reported defect, the S&T official shall issue a Disconnection Memo
and obtain the acknowledgement of the Station Master and take such other precautions as may be necessary in
terms of General Rules 3.51 and 15.08 and Subsidiary Rules there under to ensure that while the reported defect is
being attended to, no movement can take place over the affected portion.(Memo No. 01/2014 dated 14.07.14)

(4) After the defect has been put right and certified by the person attending to the fault, the Station Master
shall satisfy himself, if necessary, by a demonstration by the person attending to the fault. Thereafter, the Station
Master and the person attending to the fault shall jointly issue a rectification message.

S.R.3.68 (vii) The competent railway servant deputed to hand signal trains past a defective signal
shall return to the station immediately the train has cleared the signal and obtain instructions from the Station
Master as to what should be done for subsequent train or trains.

3.69. Duties of Station Master when an approach Stop signal is defective.-

(1) In the event of an Outer or a Home or a Routing signal becoming defective, the Station
Master shall advise the station in rear and the nominated station in rear, save in a case where a signal
post telephone or a Calling-on Signal is provided on the defective signal, in order that the Loco Pilots of
approaching trains may be warned of the defective signal and issued a written authority to pass such
signal on receipt of Proceed hand signal at the foot of the defective signal.

(2) The Station Master in rear as referred to in sub-rule (1), on receiving the advice of the
defective signal, shall immediately acknowledge it and advise the Station Master of the station where the
signal has become defective of the

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number of the first train which will be notified of the defective signal and again on receipt of the advice
that the defective signal has been put into proper working order, shall advise the number of the train so
notified last.

(3) The Station Master of the station where the signal has become defective shall, before
authorizing a train to pass the defective signal, ensure that the conditions for taking “off” that signal
have been fulfilled. He shall then authorize the Loco Pilot to pass the defective signal at “on” in one of
the following manners-

(a) When the Loco Pilot of an approaching train has been advised of the defective signal at a
station in rear (-) by deputing a competent railway servant in uniform under clause (b) of sub-rule (1) of
Rule 3.68, to exhibit Proceed hand signal at the foot of the defective signal to the approaching train. In
such cases, the Station Master shall not give Line Clear to the station in rear unless the conditions for
taking “off” the signal which has become defective, have been complied with; or

(b) When the Loco Pilot of an approaching train has not been advised of the defective signal at
a station in rear (-) by having a written authority, authorizing the Loco Pilot to pass the defective signal
at “on” delivered at the foot of the defective signal through a competent railway servant; or

(c ) by taking “off” the Calling-on signal where provided; or

(d) by authorizing the Loco Pilot to pass the defective signal at “on” over the signal post
telephone where provided, in accordance with special instructions.

(4) When the Home signal becomes defective, the Outer shall also be deemed to be out of
order and the procedure prescribed in sub-rules(1),(2) and (3) shall be followed.

SR 3.69 (x) (1) The procedure for authorizing the Loco Pilot to pass the reception stop signal at
“ON” is not applicable for the first train and the first train shall be received by taking “Off” the
Calling-on signal where provided or by issuing a written memo (T/369 (1)) at a station in rear; or by
issuing a written memo (T/369 (3b)) at the foot of the defective signal.
SR 3.69 (x) (2) The second and subsequent trains may be received on signal post telephone by
adopting the following procedure.

S.R.3.69(3) In Multiple-aspect territories; the Distant shall be treated as defective in

relation to the Home signal which has become defective. ( C.M No.1/2019 dated 23.01.2019 )

Note.- When a Routing signal becomes defective, the Home and Outer signals also shall be deemed to
be out of order and treated as defective in relation to the Routing signal which has become defective. The Outer
and Home signals shall be worked as usual in relation to the other Routing signals which are in proper working
order.

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S.R.3.69(ii) (a) In regard to Rule 3.68(b) and 3.69(3)(a) as soon as the Station Master becomes
aware, that any Stop signal governing the reception of a train has become defective, he shall advise,
except in a case where a signal post telephone or Calling-on signal is provided on the defective signal
and subject to S.R.3.69(iii), particulars of the same, by telephone o r telegraph to the Station Master of
the block station immediately in rear, who shall, after acknowledging the advice, issue the prescribed
written authority to all stopping trains at his end and a reminder authority to all trains running through his
station wherever practicable. The Station Master of the station where the defective signal is situated shall
also include in the above advice the Station Master of the nominated station as applicable, who shall,
after acknowledging the advice, issue the prescribed written authority to all trains.

(b) If the provision of clause (a) above has been complied with the Station Master, before
granting Line Clear for a train, ensure that the conditions for taking “off” signal for the reception of the
train on the intended line are complied with. The Station Master shall, for the reception of trains from the
direction governed by defective signal/signals, post competent railway servant/servants at the signal/
signals concerned with detonators as may be required and hand signals and with necessary instructions
(regarding train number and description, arrival time, crossing etc.), to hand signal trains past the
signal/signals in accordance with S.R.3.69(iii) and S.R.3.69 (viii).(a). The Loco Pilot of a train holding
the prescribed written authority shall not pass the reception signal/signals concerned even if they are “off”
except in accordance with these rules or as provided for in S.R.3.69(iv). If the nominated stations or the
station in rear fail to acknowledge the advice see clause (a) above-but issue the prescribed written
authority to the Loco Pilot of a train, the train shall only be piloted on the prescribed written authority
delivered at the foot of the defective signal.

Note. – The nominated station in rear for the issue of the prescribed written authority shall be the last stopping
stations in the order as given in the Working Time Table for different trains. All these stations shall be advised and
acknowledgements obtained; for all goods trains as are not specifically exempted and so indicated in the Working
Time Table, Light engines. Material trains and Special trains, the station in rear shall be considered as the last
stopping station.

S.R.3.69 (iii) If there is more than one Home signal governing the reception of a train in a- particular
direction, the provisions of S.R.3.69(ii)(a) shall be complied with only when all the Home signals applicable to that
direction become defective. In such case, before giving Line Clear to a train from that direction, the Station Master
shall ensure that the conditions for taking “off” signals for the line on which it is intended to receive the train are
complied with. For the reception of a train coming with the prescribed written authority the Station Master shall
post a competent railway servant at the Home signal and also at the Outer signal, if any,

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showing a Stop hand signal towards the Loco Pilot. If everything is ready for the reception of the train, the
Station Master shall show a “Proceed” hand signal towards the competent railway servant at the Home signal.
The competent railway servant at the Home signal shall then show a “Proceed” hand signal towards the Loco
Pilot of the approaching train. The competent railway servant at the Outer signal shall, after observing the
“Proceed” hand signal exhibited at the Home signal also show a “Proceed” hand signal towards the Loco
Pilot. The Loco Pilot of an incoming train in possession of the prescribed written authority in respect of any
defective approach Stop signal shall not pass such signal unless a “Proceed” hand signal is shown at the foot
of each such defective signal (Outer, Home, Routing signal as the case may be).

S.R.3.69(iv) If trains approach with the prescribed written authority after the signals have been
rectified, the Station Master shall send a competent railway servant with a written memo (in duplicate) to the
Loco Pilot in the following form:-

Date ………………..
Time………………...
To
The Loco Pilot of Train (no. and Description)
The ……………………..signals have since been rectified and will, therefore, be taken “off”.
Come into the station observing the signals as usual.
…..…………….
Station…………………… Station Master

The signals shall be taken “off” only after the train has come to a stand at the First Stop signal. The Loco
Pilot shall, after stopping the train at the First Stop signal, receive the written memo, retain the original, sign the
duplicate and return it to the competent railway servant, restart and enter the station.

S.R.3.69(v) If all the Home signals in a particular direction are not defective (i.e. one or more Home
signals are in working order) the Station Master shall not advise any station in rear about the defective approach
Stop signal for the issue of the prescribed written authority. For receiving a train on the line governed by the Home
signal which is in working order, the Home and Outer shall be taken “off” as usual. For receiving a train on the line
governed by the defective Home signal, the train shall be received in accordance with S.R.3.69 (vii).

Note.- (1) In the case of a Routing signal becoming defective, the Station Master shall post
competent railway servants at the Routing signal, the Home signals and the Outer signal showing a Stop
hand signal towards the Loco Pilot. Thereafter if everything is ready for the reception of the train, the
Station Master shall show a “Proceed” hand signal towards the competent railway servant at the Routing
signal. The competent railway servant at the Routing signal shall then show a “Proceed” hand signal
towards the Loco Pilot of the approaching train. The competent railw a y servants at the Home

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and Outer signals shall, in turn, show “Proceed” hand signals to the Loco Pilot. The Loco Pilot of an
incoming train in possession of the prescribed written authority in respect of the defective Routing signal
shall not pass the Outer, Home and Routing signals unless a “Proceed” hand signal is shown at the foot
of each such signal.

(2) At stations where the Home signal is the First Stop signal, a competent railway servant shall
be posted at the defective Home signal, showing a Stop hand signal towards the Loco Pilot. Thereafter, if
everything is ready for the reception of the train, the Station Master shall show a “Proceed” hand signal
towards the Loco Pilot of the approaching train.

(3) In the case of defective Routing signal, when the station in rear has not been advised for the
issue of the prescribed written authority and when a train has to be received on the line governed by the
defective Routing signal, the train shall be dealt with in accordance with S.R. 3.69(vii). For receiving a train
on the line governed by the Routing signal which is in working order, the Routing signal, Home and Outer
shall be taken “off” as usual.

S.R.3.69(vi) For the reception of trains when the Home signal is defective at stations where Centralised
Traffic Control is in force, the procedure detailed in S.R.9.06 shall be followed. The issue of the prescribed written
authority by the Station Master of the station in rear is dispensed with a Centralised Traffic Control territory.

S.R.3.69(vii) If for any reason, the Station Master has not advised the Block station immediately in rear or
the last stopping station or if he has not received the acknowledgement for his advice, he shall arrange to receive
the trains concerned by Form T/369 – (3b). The Station Master shall, for the reception of trains on the line
governed by the defective approach Stop signal, prepare Form T/369-(3b) and send it to the Loco Pilot through a
competent railway servant with detonators (as may be required) and hand signals, with necessary instructions
regarding train number and description, arrival time, crossing, etc. After the train has come to a stand at the first
Stop signal, the competent railway servant shall hand over the Form T/369-(3b) to the Loco Pilot who shall keep
the original and return the duplicate signed to the competent railway servant.
The competent Railway servant deputed for this purpose shall, before delivering Form T/369(3b) to the
Loco Pilot at the foot of the defective signal shall ensure that the relevant points on the route of reception have
been correctly set, clamped and padlocked. (C.Memo No.4/2016 Dt.02.12.2016)
S.R.3.69(viii) When the Outer signal is defective and the Home signals are in working order-

(a) When trains approach with the prescribed written authority issued at a station in rear, the Station
Master shall post a competent railway servant at the Outer signal showing a Stop hand signal towards the Loco
Pilot. The competent railway servant shall show a “Proceed” hand signal towards the Loco Pilot only after seeing
that the relevant Home signal is “off”.
(b) When trains approach without the prescribed written authority, the Station Master shall post a
competent railway servant at the Outer signal, showing a Stop hand signal towards the Loco Pilot in a case where
no signal post telephone or Calling on signal is provided below the Outer signal. The competent railway servant
shall, after the train has stopped at the Outer signal, deliver Form T/369-(3b) at the foot of the defective signal only
after seeing that the Home signal is “off”.

S.R.3.69(ix) On sections where Push Button Type Token less Block Instruments are in use, as no Line
Clear is asked for and obtained, in case of defective approach Stop signals not provided with Calling-on signal or
signal post telephone, the Station Master of the block station immediately in rear shall not allow a train to enter the
block section with the prescribed written authority unless the Station Master of the station where the defective
approach Stop signal is situated confirms by giving a Private Number that he has complied with the conditions for
taking “off” of reception signals.

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S.R.3.69(x) Procedure for the reception of the train over the signal post telephone:-

1. The Loco Pilot of the train shall bring his train to a halt at the foot of the signal which is at “ON”.

2. If the signal is provided with a signal post telephone connected to the Station receiving his train,the
Loco Pilot shall contact the Station Master over the Phone.
3. If the train has been stopped for reasons other than the failure/suspension of the signal(s), the
Station Master shall inform the Loco Pilot the reason for the delay and the probable time at which the signal(s)
will be cleared. If the signal(s) is (are) not cleared at the time indicated by the Station Master, the Loco Pilot shall
contact the Station Master once again for information and further instructions.
4. If the train has been stopped owing to the failure/suspension of the signal(s), the Station
Master shall authorize the Loco Pilot to pass the Signal(s) by issuing a message in the following pro forma:

From To
Station Master The Loco Pilot of Train No. and description.
Station
………………. No.

Owing to the failure/suspension of UP/DOWN reception Signal(s) ………….. (Number

and description of the reception signal(s) ) you are hereby authorised to pass the
UP/DOWN…….. signal(s) (Number and description of the reception signal(s) at “ON”) and enter road
Number …….. at a restricted speed of 15 KMPH.
Private Number ………. (in Figures)…………(in words).

Note:- If a lesser speed is mentioned in the Station Working Rules, such lesser speed shall be advised

5. The Loco Pilot shall record the message, including the Private Number in his rough journal book.
This message is the authority for the Loco Pilot to pass the signal(s) at “ON”.
6. The Station Master shall record the message in the Train Signal Register below the entry for the train.
The Station Master who is authorizing the Loco Pilot on the signal post telephone to pass the reception signal(s) at
“ON”, is solely and personally responsible to ensure that the reception line is clear and free from any obstruction
upto the Starter or the trailing points as the case may be on the intended reception line and also that all the facing
points over which the train will pass are correctly set and the facing points are secured with bolt and cotter and
padlock or clamp and padlock after personal inspection and the padlock keys are kept under his custody. He is
also responsible to ensure that all conflicting signals are kept at 'ON' and no conflicting movement is authorized by
him and level crossing, if any, are closed and locked against road traffic and gate keys are under his personal
custody. Only after the above conditions have been fulfilled, the Station Master shall authorize the Loco Pilot over
the signal post telephone to pass the signal(s) at 'ON'. (C M 9 dated 20.02.07)

7.This procedure shall be incorporated in the Station Working Rules of the station clearly.

3.70. Duties of Station Master when a departure Stop signal is defective.-

(1)In the event of a Starter becoming defective, the Station Master may authorize the Loco
Pilot to pass such signal by a written authority which shall be handed over to the Loco Pilot at the
station where the defective signal is located and in addition thereto, a competent railway servant shall
show hand signals to the departing train in accordance with the instructions of the Station Master or by
taking “off” the Calling-on signal, if provided under sub-rule(2) of Rule 3.13, after the train has been
brought to a stand at the defective signal.

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(2) In the event of an Advanced Starter becoming defective, hand signals may be dispensed
with and the Station Master may authorize the Loco Pilot to pass such signal by a written authority,
which shall be handed over to the Loco Pilot at the station, where the defective signal is located,
provided that in exceptional circumstances where under approved special instructions, an Advanced
Starter protects any points, hand signals shall not be dispensed with.

(3) For the purpose of handing over the written authority mentioned in sub-rules (1) and (2), the
trains shall be stopped at the station where the defective signal is located. The written authority to pass
a defective departure Stop signal shall not be handed over to the Loco Pilot unless all the conditions for
taking “off” such signal have been fulfilled.
(4) Where under approved special instructions a Calling-on signal has been provided below a
departure Stop signal, other than the Last Stop signal, the Calling-on signal shall not be taken “off”
unless the conditions for taking “off” the departure Stop signal above it have been fulfilled.

SR.3.70(i) (a) Before the issue of Form T/369(3b) to the Loco Pilot of a train to pass Starter/Inter-
Starter signal at ‘ON‛ the Station Master shall physically inspect the points lying on the route of despatch
and ensure that all the points including the trailing points are correctly set, clamped and padlocked.

(b) In the case of a Starter / Inter-starter always and in case of an Advanced Starter interlocked
with any slip siding points or crossovers, he shall post a competent Railway servant with a “Proceed” hand
signal at the foot of the signals.
(c) The competent Railway servant deputed to exhibit “Proceed” hand signal, before delivering
Form T/369(3b) at the foot of the defective signal shall ensure that the relevant points on the route of
despatch have been correctly set, clamped and padlocked.
(d)The detailed procedure to be adopted whenever slip siding points become defective at
stations provided with slip sidings shall be incorporated in the Station Working Rules.
( C.Memo No.4/2016 Dt.02.12.2016)
S.R.3.70 (ii). If the Last Stop signal of the station in rear is also the First Stop signal of the station
in advance and if such a signal becomes defective, the written authority shall be issued by the Station
Master for whose station the signal acts as the Last Stop signal after he has personally satisfied himself
that all the conditions for taking “off” the Last Stop signal have been fulfilled. The Loco Pilot in possession
of the above written authority shall proceed upto the last Stop signal, stop and whistle. The Station Master
for whose station the above signal acts as the first Stop signal, after he has personally satisfied himself
that all the conditions for taking “off” reception signals have been fulfilled shall arrange to receive the train
into his station by-
(a) authorizing the Loco Pilot on the signal post telephone, where provided to pass the Stop
signal at “on” in accordance with special instructions: or
(b) authorizing the Loco Pilot to pass the Stop signal at “on” by taking “off” the Calling-on
signal, where provided; or
(c) By delivering the prescribed written authority [T/369-(3b)] at the foot of the defective
signal by a competent railway servant.

S.R.3.70(iii) In case of failure of Starter/Inter Starter/Advanced Starter, Form T/369-(3b) shall be

issued to the Loco Pilot to pass the signal at “ON”. In case of failure or defective Gate signal(s) Shunt
signal/shunting permitted indicator, Form T.370 shall be issued to the Loco Pilot to pass the signal at
“ON‟.

Note: In case of failure/suspension of departure signals, Form T/369-(3b) shall be issued

to the Loco Pilot at the station.

S.R.3.70(iv) Form T/369-(3b) shall also be used in case of suspension of the Outer/Home/
Routing signal/ Starter / Intermediate Starter / Advanced Starter/Intermediate Block Stop signal. The
reason for the failure/suspension of such signals shall also be written on the face of the authority.
(correction memo 3/2014 dt.29.12.2014)

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S.R.3.70(iv) After passing a Last Stop signal at “On” on the authority of Form T/369-(3b) either due to
failure or suspension, the Loco Pilot shall resume normal speed subject to other speed restrictions in force only
after ensuring that the last vehicle of the train has passed over all points and connections.
S.R.3.70(v)(a) A separate authority for passing departure signals at `ON‟ need not be given in the
following circumstances:

(a) When authority to proceed for relief engine/train into an occupied block section (T/A.602) is
issued.
(b) For opening communication during total interruption of communication on single line
section (Form T/B 602)

(c) For working of trains during total interruption of communication on double line section (Form T/
C 602).
(d) For temporary single line working on double line (Form T/D 602)
(e) When stub portion of written permission (T/609) issued by the Station Master to the Loco Pilot to
enter into the occupied block section.

(f) When authority to proceed without line clear on Automatic Block signaling territories (Form T/B 912)
is issued
(g) When authority to proceed on automatic block system during prolonged failure of signals (Form
T/D) is issued .
S.R. 3.70(v)(b) A separate authority for passing the Last Stop signal at 'ON', need not be given
when paper Line Clear Ticket (T/C 1425 or T/D1425) is issued. (C.M 1/ 2008 (4) dated 10.01.08)
S.R.3.70(vi) When the Last Stop signal alone fails and the Block Instrument / Track Circuit / Axle Counter
is otherwise in good working order in double line and single line Tokenless territories, Form T/369- (3b) shall be
issued to the Loco Pilot as an authority to proceed to enter the block section duly making the following
endorsement on the Form T/369-(3b). “Last Stop signal No. --------- could not be taken "OFF‟. However, Line Clear
has been obtained through Block Instrument / Track Circuit /Axle Counter from ---------- station. You are authorized
to pass the Last Stop signal at "ON‟ and treat this as an authority to proceed and enter the block section. Private
No. received (in figures) ---------- (in words) -------------. (Correction No. 6 dated 06.11.06).

3.71. Warner or Distant signals defective in the “Off” position:-

(1)(a) If a Warner signal on a post by itself or a Distant signal is out of order and cannot be kept
in the “ON” position, a Stop hand signal shall be shown at the foot of the signal. At night, the light or
lights of the signal shall be extinguished and the train, after being first brought to a stand may then be
hand-signalled past the signal. Advice of the defective signal shall be given to the Loco Pilots of trains
at the station in rear warning them to stop at such signal.

(b) If a Warner signal placed below a Stop signal becomes defective and cannot be kept in the
“on” position, the stop signal above it shall be treated as defective and by night the light of the Warner
signal shall be extinguished.

(2) If the Warner or Distant signal of an Intermediate Block Post is defective and cannot
be kept in the “ON” position,

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the Intermediate Block Stop signal also be kept at “on” and treated as defective and action
taken as per Rule 3.75.
Note.- The advice mentioned above shall be given through a Caution Order.

3.72. Warner not to be used when Stop signal is defective:-

Whenever a Stop signal is defective or ceases to work properly at a station provided with Warner,
the Warner applying to the line to which the defective Stop signal applies shall be kept at “ON” until the
defective Stop signal is rectified.

3.73. Passing of a Gate Stopnsignal at "ON":-

(1) When a Loco Pilot finds a Gate Stop signal at “ON” he shall sound the prescribed code of
whistle and bring his train to a stop in rear of the signal.
(2) (a) If the Gate Stop signal is provided with a “G‟ marker, the Loco Pilot shall wait at the
signal for one minute by day and two minutes by night and if the signal is not taken "OFF‟ within this
period, he may draw his train ahead cautiously up to the level crossing and
(b) If the Gate man is available and exhibiting hand signal, proceed further past the gate
cautiously, or
(c) If the Gate man is not available, or is available but not exhibiting hand signals, he shall stop short
of the Level Crossing, where he shall then be hand-signalled past the gate by the gateman, if there is one of
in the absence of a Gateman, by one of the members of the engine crew of the train after ascertaining that
gates are closed against road traffic. (C. Memo No. 5/08 dt.23.12.2008)

(3) If the Loco Pilot finds after stopping at the signal, that there is no “G” marker, he shall
proceed further only in accordance with the procedure laid down under special instructions.
S.R. 3.73(i) The Loco Pilot shall give on long continuous whistle while coming to a stop at the Gate Stop
signal with "G" marker. When he passes the Gate Stop signal at "ON", he may draw his train ahead cautiously up
to the Level Crossing and if the Gateman is available and exhibiting hand signals, proceed further past the gate
cautiously and otherwise he shall stop 30 meters short of the Level Crossing. Whenever he is hand signalled past
the level crossing by the Guard or one of the members of the engine crew, the Loco Pilot shall stop his train with
the last vehicle clearing the Level Crossing by two vehicles length to enable the Guard or engine crew to open the
gate for road traffic and then board the train. The Guard and Loco Pilot shall report the occurrence at the next block
station. (C. Memo No. 5/08 dt.23.12.2008)

S.R.3.73(ii) When the Loco Pilot stops at a Gate Stop signal without “G” marker at “ON” protecting a
Level Crossing inside station limits, he shall give one long continuous whistle and arrange to inform the Station
Master through Gateman or Assistant Loco Pilot about the gate Stop signal being at “ON” had the Station Master
himself not initiated action earlier. He shall not pass such signal when it is at “on” or defective unless he receives
the prescribed written authority from the Station Master and a “Proceed” hand signal is shown by the Gateman at
the foot of the signal as an assurance that the route is clear and free from obstruction.

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S.R.3.73(iii) (a) When a Loco Pilot of a train finds a Gate Stop signal protecting a level crossing gate
outside station limits without a “G” marker at “on” he shall bring his train to a stop and give one long continuous
whistle and wait for the Gateman to come over and pilot the train past the level crossing. If the Gateman does
not turn up within a reasonable time, the Loco Pilot shall attract the attention of the Guard by giving two long and
two short whistles. The Guard will come over and after consultation with the Loco Pilot proceed to the level
crossing gate to ensure that the gates are closed against road traffic and hand signal the train past the level
crossing. The Loco Pilot shall stop his train with the last vehicle clear of the level crossing by two vehicles to
enable the Guard to board the train after opening the level crossing gate for road traffic. The train shall be
restarted on the hand signals of the Guard.

(b) In case of gate Stop signals without "G‟ marker provided with signal post telephone which is
connected with telephone at the gate lodge of the level crossing which the gate Stop signal protects, the loco
pilot after bringing his train to a stop at the signal which is at 'ON' shall contact the Gateman through signal
post telephone immediately to find out the reason for the signal being at 'ON'. The Gateman shall inform the
Loco Pilot the reason and the probable time at which the signal will be taken '0FF ' if it is not a case of signal
failure.
If it is a case of signal failure, the Gateman after closure of the Gates against road traffic shall
authorize the Loco Pilot to pass the Gate stop signal at 'ON'cautiously by communicating a Private Number
which shall be recorded by the Loco Pilot in his Rough journal book. The Loco Pilot shall then pass the gate
Stop Signal at "ON‟ and proceed past the level crossing gate cautiously. The Gateman shall record the Private
Number in a register separately maintained for this purpose.
In case the Loco Pilot is unable to contact the Gateman through the signal post telephone, the
procedure mentioned in SR.3.73 (iii)(a) shall be followed. (C. Memo No.5/2008 dt. 23.12.2008.)
This occurrence shall be reported at the next block station, run through trains shall be stopped out
of course for this purpose.

S.R.3.73(iv) The Loco Pilot shall pass a Gate-cum-Distant signal when it is "ON‟ or defective by
following the procedure given in sub clause (i) above when there is “G” marker or sub-clause (iii) above when
there is no “G” marker.
3.74. Absence of a fixed signal or a signal without a light:-
(1) (a) If there is no fixed signal at a place where a fixed signal is ordinarily shown, or
(b) if the light of a signal is not burning when it should, or
(c ) if a white light is shown in place of a colour light, or
(d) if the aspect of a signal is misleading or imperfectly shown, or
(e) if more than one aspect is displayed, the Loco Pilot shall act as if the signal was showing
its most restrictive aspect:
Provided that during night, if in the case of a semaphore Stop signal for approaching trains only,
the Loco Pilot finds the signal light extinguished, he shall bring his train to a stop at such signal.
If he finds that the day aspect of such signal is clearly visible and is satisfied that the signal is in
the “off” position, he shall proceed past it upto the station cautiously at a restricted speed
obeying all intermediate Stop signal, if any, relating to him, and report the matter to the Station
Master for necessary action.

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(2) At stations equipped with a colour light signal provided with a “P” marker, the Loco Pilot
shall bring his train to a stand if it does not show any light or shows an imperfect aspect and having
satisfied himself that the signal is provided with a “P” marker shall proceed preparing to stop at the next
Stop signal and shall be guided further by its aspect.

S.R.3.74(i) When a Loco Pilot comes across a signal which is flickering/bobbing he should consider that
signal to be showing the most restrictive aspect and bring his train to a stop short of it. If the signal assumes a
steady aspect and remains steady for 60 seconds he should take further action according to the steady aspect so
shown. If, however, the signal continues to flicker/bob and does not assume a steady aspect for 60seconds he
should treat the signal as defective and take further action accordingly. If the signal shows more than one aspect
simultaneously it should also be treated as defective in the case of manual Stop signal.

However in the case of an Automatic Stop signal showing more than one aspect
simultaneously, the most restrictive aspect of that signal (i.e. “ON” aspect) shall be obeyed.

Note. – Bobbing indicates appearance and disappearance of different aspects of a

signal on and off, while flickering means vibrating or unsteady illumination of any one
particular aspect.

3.75. Passing of Intermediate Block Stop signal at “ON”. –

(1) When a Loco Pilot finds an Intermediate Block Stop signal at “ON”, he shall stop his train in
rear of the signal and contact the Station Master of the block station in rear on the telephone, if provided
on the signal post.
(2) The Station Master shall authorize the Loco Pilot to pass the Intermediate Block Stop
signal, if defective, as prescribed by special instructions.

(3) If the telephone is not provided or is out of order, the Loco Pilot after waiting for 5 minutes at
the signal shall pass it at “ON” and proceed cautiously and be prepared to stop short of any obstruction,
at a speed not exceeding 15 kilometres an hour if he has a good view of the line ahead, otherwise at a
speed not exceeding 8 kilometres an hour and report the failure to the Station Master at the Block station
ahead.

(4) The Station Master of the block station working the Intermediate Block Stop signal on
becoming aware that such a signal is defective shall, before despatching a train, treat the entire section
upto the block station immediately ahead of the Intermediate Block Post as one block section and issue
a written authority to the Loco Pilot to pass the defective Intermediate Block Stop signal at “ON”, without
stopping at the signal, in accordance with the procedure prescribed by special instructions.

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S.R.3.75(i) The written authority specified under G.R 3.75(4) to pass the
Intermediate Block Stop signal at 'ON' shall be in Form T/369-(3b)

S.R.3.75(ii) When the Loco Pilot has to pass an Intermediate Block Stop signal at ON,
he shall proceed cautiously as laid down in G.R 3.75 (3) and will continue to proceed
cautiously until he reaches the foot of the First Stop signal of the station in advance and even if that
signal is “OFF”, the Loco Pilot shall continue to look out for any possible obstruction short of the
same and will act upon its indication only after he has reached it. The Loco Pilot shall also observe
and obey the aspect of Gate Stop Signals, if any, between the IBS signal and FSS of the station in
advance.
In case any non- Interlocked LC is available between the IBS signal and the Home
Signal of the block station ahead, the Loco Pilot shall observe the precautions as stipulated
in SR 16.03 (iii) (b) (2), in addition to observing the precautions enshrined in GR 3.75 (3).
(Correction Memo No.2/2015 to GRS dated 30.06.2015)
SR 3.75 (iii) (a) In case there is no response from the Gateman of a Non Interlocked
LC situated between the IBS signal and the FSS of the Block station in advance, the SM of the Block
station in advance, under whose control the LC is available, shall before granting Line Clear for a
train exchange a message supported by a PN with the SM of the Block station in rear of the IBP to the
effect that there is no response from the Gateman of NI LC No.____ at km____ between the IBS signal
and__________ station and to advise the Loco Pilot through the SPT to observe special caution. The
SM of the Block station in rear, before taking off the IBS signal, shall advise the Loco Pilot of the train
by the following message through SPT at the IBS signal - “Observe Special Caution at the Non
Interlocked LC No._____ at km______ as there is no response from the Gateman”. Only then the SM
shall clear the IBS signal. The SM shall record this message in the TSR in red ink, below the entry
made for the train and the Loco Pilot shall record the same in his Rough Journal Book.

In case the Non-Interlocked LC is under the control of the SM of the Block station in rear of
the IBP, he shall before taking off the IBS signal issue the message as indicated above. Exchange
of messages between the Station Masters is not required in this case.

In both the cases, the SM in rear shall issue message, as indicated above to the Loco Pilot
supported by a Private Number and the Loco Pilot shall acknowledge the same by issue of a
Private Number to the SM as a token of having understood the instructions given by the SM.

SR 3.75(iii) (b) In situations as referred in SR 3.75 (iii) (a), in the case of failure of IBS
signal, the SM of the Block station in rear, while authorizing the Loco Pilot of a train through SPT at
the IBS signal, in terms of para No. 3.0 of Special Instructions to pass the IBS signal at "ON", the
following shall also be included in the message given to the Loco Pilot:-“Observe Special Caution
while passing the Non Interlocked LC No.___ at km ___ as there is no response from the Gateman”.

The SM in rear shall record this message in the TSR in red ink, below the entry made for the
train and the Loco Pilot shall record the same in his Rough Journal Book.
(Correction Memo No.2/2015 to GRS dated 30.06.2015)

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S.R. 3.75(iv) After stopping and then passing an Intermediate Block Stop signal at "ON‟, the Loco
Pilot of the following train hauled by and locomotive shall ensure that a minimum distance of 75 metres or
one clear OHE span is maintained between his train and the preceding train or any obstruction on the line,
In special circumstances like floods, etc., after stoppage, the Loco Pilot of the following train may draw his
train still closer to the preceding train or the obstruction. (C. Memo No. 6 dated 06.11.06).
S.R. 3.75(v) The station Master of the block station working the Intermediate block stop signal on
becoming aware of the failure of the Intermediate Block Stop Signal due to failure of the stop signal itself, the
Block instrument, Track Circuit, Axle Counters etc, shall before despatching a train, treat the entire section up to
the block station immediately ahead of the Intermediate Block Post as one block section and issue a 'Paper Line
Clear Ticket' as the authority to proceed along with Form T / 369-(3b) to pass the Intermediate Block Stop Signal
at 'ON' without stopping at the signal duly striking out the clause "at a speed not exceeding 15kmph" available in
the formT/369(3b). The Loco pilot shall pass the IBS signal at 'ON' at normal speed subject to other speed
restriction in force in the above case. (Corrcetion Memo No.03/2020 dated 19.08.2020)
S.R 3.75 (vi) In case of failure of IBS signal protecting the interlocked LC, the
following procedure shall be adopted:
a) Circumstance-1 - When the Loco Pilot contacts the SM in rear over the SPT provided below the IBS signal
protecting the LC.
1. The SM shall inform the Gateman at LC interlocked with the IBS signal through phone communication
provided and ensure closure of gate against road traffic by receiving a private number from gatemen personally,
if under his control or from the Station Master at the other end, as an assurance of closure of LC gate.
2. SM shall then authorize the Loco Pilot through SPT by issuing the message as per the existing formats to pass
the IBS signal at 'ON'. In this case, the phrase "observing Proceed Hand signal at the LC gate No............
which is protected by the IBS signal" may be added at the end of the message.
b) Circumstance-2 - When the entire section both in advance and in rear of the IBP is treated as a single section.
1. The SM before starting the train on the authority of PLCT shall inform the Gateman to close the gate against
road traffic for the passage of the train advising the train No. and probable time of passage of train.
2. An endorsement shall be made in form T/369(3b) as "Loco Pilot shall stop in rear of the IBS signal and
pass the IBS signal No........ as per the provisions given in GR 3.73 and SR 3.73 (i)" in case where there is
no bridge between the IBS signal and the LC and "as per the provisions given in SR 3.73 (iii) (a) & (b) in case
where there is a bridge between the IBS signal and LC" (The relevant clause has to be mentioned)
3. The Loco Pilot shall bring his train to stop in rear of the IBS signal. If there is no bridge between the IBS signal
and the LC, he shall follow the provisions as given in GR 3.73 and SR 3.73 (i) and if there is a bridge between
the IBS signal and the LC, he shall follow the provisions as given in SR 3.73 (iii) (a) & (b).
c) Circumstance-3 - When there is no response from the Gateman at LC protected by the IBS signal due to
failure of phone communication between the SM and the LC or Gateman not available.
In case of no response form the Gateman, the SM shall also indicate the following in the message given to the
Loco Pilot over SPT as detailed in the circumstance - 1 or in the endorsement made in the Form T/369(3b) to
follow the provisions given in GR 3.73 and SR 3.73 (i) in case when there is no bridge between the IBS signal
and the LC and "the provisions given in SR 3.73 (iii) (a) & (b) in case where there is a bridge between the IBS
signal and LC" as detailed in the circumstance -2 "There is no response from the Gateman at LC No....... which is
protected by the IBS signal".
( C.Memo No.4/2021 dated 29.09.2021 )

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3.76. Intimation to Officials when defects remedied:-

As soon as a defective signal has been put into good working order, the Station Master
shall intimate the fact to the officials who were advised of its being defective.

S.R.3.76(i) The intimation referred to in Rule 3.76 shall be sent to all those who were originally advised of
the defect and acknowledged immediately, by telephone. The stations acknowledging the intimation shall state in
the acknowledgement, the number and description of the last train to which the prescribed written authority was
issued by them.

3.77. Defective or damaged points etc. –

(1) Whenever points, crossings or guard rails are defective or damaged, the railway servant in
charge of operation of points shall protect them and immediately arrange to report the circumstances to
the Station Master.
(2) The Station Master, on becoming aware of such defective or damaged points, etc. shall

(a) immediately arrange to have the defect rectified by the railway servant responsible
for their maintenance,
(b) arrange to ensure the safe passage of trains, and
(c ) keep the signal or signals concerned at “on” until the defect is rectified.

3.78. Duties of engine crew in respect of signals.-

(1) (a) The Loco Pilot shall pay immediate attention to and obey every signal whether the
cause of the signal being shown is known to him or not –

(b) The Loco Pilot shall not, however, trust entirely to signals, but always be vigilant and
cautious.
(2) (a) The Loco Pilot shall whistle intermittently when his engine explodes detonator (s) and
take every possible caution including reduction of speed as necessary, so as to have the train well
under his control and be able to stop short of any obstruction on the line.
(b) After proceeding 1.5 kms from the place where his engine exploded detonator(s), if his
engine does not explode any more detonator (s), he may then resume authorized speed, and
(c) Report the incident to the next station or cabin.

(3) If in consequence of fog, storm or any other reason, the view of the signal is obstructed, the
Loco Pilot shall take every possible precaution, so as to have the train well under control.

(4) When the Loco Pilot notices a signal warning of an obstruction, except detonator(s), he will
stop his train immediately and act on advice of the person exhibiting warning signal or on the basis of
obstruction noticed by him.

(5) In case no further details of exhibition of warning signal are noticed, after stopping for one
minute by day and two minutes by night to ascertain the location and /or cause of the warning, he shall
proceed cautiously up to the next Block station, keeping a sharp lookout.

(6) The Loco Pilot shall acquaint himself with system of working, location of signals and other
local conditions affecting the running of trains on a section or sections of the railways over which he is to
work and if he is not so acquainted with any portion of the railway over which he is to work, obtain the
services of a qualified railway servant who is conversant with it to assist him. (C. Memo No. 1 / 2010
dated 23.02.10)

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Correction Memo No.01/2018 dated 26.07.2018

Ref : Railway Board Letter No.2017/Safety(DM)/7/25/Pt./4 dated 03.07.2018

S.R(1)(a) Every new Loco Pilot / Assistant Loco Pilot should be given three trips (Up and Down direction
separately ) for learning road, out of which one must be by night to familiarise himself with the section(s) on which
he is rostered for duty. On Ghat section and Automatic territories minimum 6 trips of road learning shall be provided
in both directions. If more than one line is available in a section, atleast one trip road learning in each line shall be
provided.
(b) On promotion to or officiating as Loco Pilot(Goods), road learning as prescribed in S.R.3.78(1)(a) has to
be provided to Loco Pilot to understand train dynamics.
(c) If Loco Pilot / Assistant Loco Pilot has not operated on a section for over three months, he should be
given road learning trip(s) as per the schedule given below.

No. of trips on Ghat section

Duration of absence No. of trips
and Automatic territories

(1) 3 to 6 months One trip Three trips

(2) 6 months to 2 years Two trips Three trips
(3) Over 2 years Three trips Six trips

(d )Any additional trips considered necessary should be provided with the approval of the controlling
Branch Officer of the division.

(e) The scale of trips provided as above would apply to all systems of working.

(f) A register should be maintained at the crew booking points. A Loco Pilot / Assistant Loco Pilot
should record in the register 15 days in advance that he is lapsing road learning in a section. Also, the base
depot should keep a record of the date of the last trip performed by a Loco Pilot / Assistant Loco Pilot on
different sections and up-date it every first of the month. On the basis of these records, depot in- charge should
book the Loco Pilot/Assistant Loco Pilot for road learning on a section where it is required.
(g) The record of road learning may also be kept in Crew management system.
(h) LPs/ ALPs having the currency of road learning need not be given a fresh/ additional road learning
trips in the section opened/ commissioned with 2nd/ 3rd/4th line and the existing signalling system being
upgraded to Automatic one. However, running staff may move in such sections with restricted speed of 40 and
15 kmph during day and night or visibility is not clear respectively for the first trip to acquaint themselves with the
new signalling positions, sectional gradients and new infrastructure in the new section.
Divisions shall ensure display of the location of new signals and sectional gradients in the crew
booking office, so that running staff will get prior information about the new infrastructure in the section with
augmented sections as 2nd /3rd/4th line and Automatic sections. In order to guide the engine crew and the
Guard, a signal location table for the new 2nd /3rd/4th line and Automatic section shall be provided at crew
booking lobby as a ready reference. ( C.M.No.02/2020 dated 18.03.2020)

S.R.3.78(ii) In order to ensure that the Guards know the road before they are detailed to work on a
section, at least two trips, one by day and one by night shall be the minimum on each section for learning the road
to be given to them. On difficult sections the Divisional Railway Manager may locally increase the number of trips, if
considered necessary. A Guard shall be deemed to be not acquainted with any portion of the railway if a period of
over 3 months has elapsed since he had last worked over that portion and he shall again learn the road as above.
Guards having the currency of road learning need not be given a fresh/ additional road learning trips in the
section opened/ commissioned with 2nd/ 3rd/ 4th line and the existing signalling system being upgraded to
Automatic one. ( C.M.No. 02/2020 dt. 18.03.2020)

S.R.3.78(iii) (a) Warning Board for Passenger Trains shall be provided at not less than 1000 m in rear of
the First Stop signal of a station, Intermediate Block Stop signal and Gate Stop Signal outside station limits. The
Passenger Warning Board need not , however, be provided where the First Stop signal / Intermediate Block Stop
Signal / Gate Stop signal is preceded by a permissive Warner or Distant signal and distance between them is 1000
m or more.

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Self-reflecting sheets of approved type or reflectors shall be provided on the Warning

Board as per approved drawings.
(b) Goods Warning Board shall be provided at a distance of not less than 1400 m in rear of the First Stop
signal of a station, Intermediate Block Stop signal and Gate Stop signal outside station limits in all BG sections.

Self-reflecting sheets of approved type or reflectors shall be provided on the Warning

Board as per approved drawings.
Note:- The provision of Warning Board for goods trains shall be dispensed with where Inner Distant Signal
is provided.
(c) The object of providing these Warning Boards is to give the Loco Pilot adequate warning depending
upon the breaking distance. The Loco Pilots shall clearly understand that if no signal indication is available from the
Warning Boards as applicable to their train (passenger train or goods train as the case may be) they should control
the speed of their trains as if the Stop signal ahead is at “on” so that they can stop short of the Stop signal, if at “on”.
If the Loco Pilot subsequently gets the indication of the signal after passing the Warning Board by the Stop signal
itself coming in sight or through the Distant or Warner or Repeating signal as the case may be that the Stop signal
ahead is “off”, he shall suitably increase his speed depending upon the signal indication.
(iv) (i) During fog when the Loco Pilot in his judgment feels that visibility is restricted due to fog, he shall
run at a speed at which he control the train so as to be prepared to stop short any obstruction; this speed shall in
any case not be more than 60 kmph.
(ii) Loco Pilot to whistle frequently to warn the gateman (where provided) and road users of an
approaching train at level crossings.
(iii) In Absolute Block System the speed should not exceed 60 kmph as detailed at item (i) above.
(iv) In Automatic Block Territory the speed will be subject to the judgment of the Loco Pilot as mentioned
in item (i) above and shall not exceed as under:-
(a) After passing Automatic stop signal at 'Green' the speed not to exceed 60 kmph
(b) After passing Automatic stop signal at 'Double yellow' the speed not to exceed 30 kmph
(c) After passing Automatic stop signal at 'Yellow' the Loco Pilot to run at a further restricted speed
so as to be prepared to stop at the next stop signal.

NOTE: First Stop signal location kilometre chart of every station be provided to each Loco Pilot
either as an easy to carry Card or in the Working Time Table.
(C. Memo No. 1 / 2011 dated 04.02.2011)

3.79. Duties of Loco Pilot in respect of a Calling-on signal:-

The Loco Pilot of a train shall be guided always by the indication of the Stop signal below which
the Calling-on signal is fixed. If this Stop signal is at “on” he shall bring his train to a stop. If he finds that
the Calling-on signal is taken “off”, he shall, after bringing his train to a stop, draw ahead with caution
and be prepared to stop short of any obstruction.

S.R.3.79 (i) In colour light signalling territories whenever the indication/aspect of a Stop signal is at “ON”
below which a Calling-on-signal, is provided, the Loco Pilot of an approaching train must draw his trains ahead
close up to the foot of the Stop Signal. A board to read “Loco Pilots to pull up to signal number _____ if the same is
at “ON”, is provided at site for this purpose.

3.80. Duties of Loco Pilot when an approach Stop signal is “ON” or defective:-

(1) The Loco Pilot of a train shall not pass an Outer, a Home, or a Routing signal that
refers to him, when it is “on” or defective, unless.-
(a) he has, at a previous station, received notice in writing specifying that the signal
is out of order and unless he

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also receives a Proceed hand signal from a railway servant in uniform at the foot of
such signal; or
(b) after coming to a stand, he is either given a written authority by the Station Master to
proceed past such signal or is authorised by a Calling-on signal in the “off” position or is authorised by
the Station Master over the signal post telephone in accordance with special instructions.

(2) The Loco Pilot of a train while passing an Outer, a Home or a Routing signal, when it is “on”
or defective, shall ensure that the speed of his train does not exceed 15 kilometres an hour.

S.R.3.80(i) Whenever the Loco Pilot of an incoming train has passed partly or completely a reception
signal at danger without proper authority and come to a stop short of the usual berthing place, the Guard shall
inform the Station Master. The Station Master shall proceed to the spot and examine the Brake Blocks of the first
few vehicles fitted with Automatic vacuum brake/Air brake to find out whether they are hot warn or cold. He shall
also measure the distance overshot in terms of vehicle or wagon length or rail length in the presence of the Guard
and the Loco Pilot. He shall after satisfying himself that everything is safe, issue a “Restarting Memo” in duplicate
(countersigned by the Guard) to the Loco Pilot authorizing him to restart observing the “off” aspect of the reception
signal ahead and also, if necessary, warning him to proceed cautiously and arrange to take “off” the signal ahead
which has not been passed. He shall take the signature of the Loco Pilot on the duplicate copy of the Restarting
Memo. The Guard shall, and then restart the train. The Loco Pilot shall thereon observe the “off” aspect of the signal
ahead and move into the station. If there is no signal ahead, the Station Master shall arrange to pilot the train in
addition to the issue of the Restarting Memo. The Points man handing over the Restarting Memo to the Loco Pilot
shall travel on the engine and pilot the train into the station. The Station Master shall arrange to issue an Accident
Message to all concerned in accordance with Accident Rules. The Guard shall make entries in the Combined Train
Report.

S.R.3.80(ii) The procedure detailed in S.R.3.80 (i) shall also be followed when the Loco Pilot passes an
approach Stop signal at “on” partly or completely due to the signal assuming its most restrictive aspect in the face of
an approaching train.

The “Restarting Memo” to be issued when a Loco Pilot passes an approach Stop Signal at “ON” partly or
completely without authority or due to the signal assuming it most restrictive aspect in the face of an approaching
train shall be in the following format:-
Restarting Memo (Original/Duplicate)
Date:___________________
Time:___________________

From To
Station Master of __________________ Station. The Loco Pilot of Train No. ___________

Having passed the reception signal (Description and signal No.) ________________________ at Danger without
authority / *due to the signal flying back to danger while on the approach of your train, and the train being stopped
at ____________________________________________ (Location with reference to the signal which has been
passed at Danger in terms of Loco + Coach/Wagons or Rail length / OHE Mast / Hectometer Post), you are hereby
authorised to restart your train and proceed cautiously at a speed not exceeding 15 kmph,*duly piloted by the
bearer of this authority on to road No._______________ / *duly observing the off aspect of signal ______________
(Description and Number)

(*Strike out whichever is not applicable)

Counter signature of the Guard Station Master

Signature of the Loco Pilot Station stamp

Correction Memo No.4/2017 Dt.03.11.2017

3.81 Duties of Loco Pilot when a departure Stop signal is “on” or defective.-
(1) The Loco Pilot of a train shall not pass a departure Stop signal that refers to him when it is
“on” or defective, unless his train has been brought to a stop at the station where the defective signal is
situated and he is authorised to do so-
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(a) by a written permission from the Station Master, in addition, in the case of a Starter, or
Advanced Starter protecting points, he shall not pass such signals, when “ON” or defective, unless he
also receives a “Proceed” hand signal from a duly authorised member of the station staff posted at the
signal, or
(b) by taking “OFF” the Calling-on signal, if provided under approved special
instructions, vide sub-rule (2) of Rule 3.13.
(2) In the case of Last Stop signal, he shall not pass such signal, when “on” or defective, unless
he is also in possession of a proper authority to proceed under the system of working.

S.R 3.81(i)(a) The loco Pilot of the train while passing a Starter signal / Last Stop signal at “On” on the
authority of Form T/369(3b) either due to the failure or suspension, shall proceed at a speed not exceeding 15
kmph and shall resume normal speed subject to other speed restrictions in force only after ensuring that the last
vehicle of the train has passed over all points and connections.
S.R 3.81 (i) (b) In case of failure of Last Stop signal protecting the interlocked LC, the following procedure
shall be adopted:-
1. The Gate protected by the Last Stop signal shall be treated as non-interlocked and the Station Master shall
exchange Private number with the Gateman before authorizing the Loco Pilot to pass the signal at ‘ ON ‘.
2. The SM shall make the endorsement on T/369(3b) or PLCT as the case may be to the effect that '' the LSS also
protecting the LC No. ------- and the LP shall proceed cautiously upto the Gate and observe the Proceed
Hand signal at the LC.''
( C.Memo No.4/2021 dated 29.09.2021 )

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Note: Points both facing and trailing are in non-interlocked condition whenever the signal
governing / detecting such points remain in the “on” aspect either due to failure or suspension.
Speed of trains over non-interlocked facing points shall not exceed 15 kmph an hour in any
circumstances in terms of GR 4.10 (1) (C.Memo No.4/2016 Dt.02.12.2016)

S.R.3.81(ii) When leaving a station, if a train is brought to a stand after passing partly or completely, the
Starter or Advanced Starter signal at “ON” without proper authority, the Guard shall inform the Station Master. The
Station Master shall measure the distance overshot from the signal, in terms of rail length or vehicle/wagon length
and feel the brake blocks of the first few vehicles from the train engine, to find out whether they are hot, warm or
cold, in the presence of the Guard and the Loco Pilot. The SM shall then enter the details in the station diary and
obtain the signature of the guard and the Loco Pilot. After satisfying himself /herself that everything is safe for the
train to start, the Station Master shall issue a “Restarting Memo” (countersigned by the Guard) to the Loco Pilot
authorising him to restart the train duly observing the “off” aspect of the departure Stop signal ahead, if any, which
has not been passed. The Guard shall, then, restart the train. In cases where the Loco Pilot enters the block section
without authority to proceed consequent upon passing the Starter or Advanced Starter at “on” partly or completely,
Block instrument working shall be suspended. The train shall be started on the authority of “Restarting Memo” and
Line Clear Ticket. If for any reason the train cannot be started to the Block station in advance, the train shall be
backed clear of the block section by making specific endorsement on the “Restarting Memo”. Block instrument
working shall be suspended and the train started on the authority of Line Clear Ticket. In such cases Block
Instrument working shall be restored by the competent official of the Signal department.
(C. Memo No. 4/2017 dated.03.11.2017)
S.R.3.81(iii) The procedure detailed in S.R.3.81 (ii) shall also be followed when a Loco Pilot passes a
departure Stop signal at “on” partly or completely due to the signal assuming its most restrictive aspect in the face of
an approaching train.
S.R 3.81(iv) The “Restarting Memo” to be issued when a Loco Pilot passes a departure Stop Signal at
“ON” partly or completely without authority or due to the signal assuming its most restrictive aspect in the face of an
approaching train shall be in the following format:- ( C.Memo No.4/2017 Dt.03.11.2017)

Restarting Memo (Original/Duplicate)

Date:___________________
Time:___________________
From To
Station Master of __________________ Station. The Loco Pilot of Train No. ___________

Having passed the departure signal(s) (Description and signal No.) ________________________ at
Danger without authority/*due to the signal flying back to danger while on the approach of your train, and the train
being stopped ____________________________________________(Location with reference to the signal which
has been passed at Danger in terms of Loco + Coach/Wagons or Rail length / OHE Mast / Hectometer Post), you
are hereby authorised to restart your train, *duly observing the off aspect of *Inter Starter signal No._______ /LSS
No. ______________ /* on the authority of Line Clear Ticket (if the train has entered the Block section) /*and back
the train clear of the Starter / Advanced Starter signal.

*Strike out whichever is not applicable

Counter signature of the Guard Station Master

Signature of the Loco Pilot Station stamp

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3.82. Permission before entering on or crossing a running line.-

No Loco Pilot shall take his engine on or across any running line until he has obtained the permission of
the Station Master and has satisfied himself that all the correct signals have been shown.

S.R.3.82 (i) The Station Master‛s permission shall be conveyed by the taking “off” of fixed signals or, in the
absence of Fixed signals by hand signals exhibited by a competent railway servant.

3.83. Assistance of the engine crew regarding signals.-

(1) The Loco Pilot and the Assistant Loco Pilot, as the case may be, shall identify each signal
affecting the movement of the train as soon as it becomes visible. They shall call out the aspects of the
signals to each other.

(2) The Assistant Loco Pilot shall, when not otherwise engaged, assist the Loco Pilot in
exchanging signals as required.

(3) The provisions of sub-rules (1) and (2) shall, in no way, absolve the Loco Pilot of his
responsibility in respect of observance of and compliance with the signals.

3.84. Duties of Loco Pilot as to signals when two or more engines are attached to train.-

When two or more engines are attached to a train, the Loco Pilot of the leading engine shall be
responsible for the observance of and compliance with the signals and the Loco Pilot or Loco Pilots of
other engine or engines shall watch for and take signals from the Loco Pilot of the leading engine,
except in cases where special instructions are issued to the contrary.

S.R.3.84(i) On all Ghat sections, Banking engines are permitted to be attached in the rear of all
ascending trains for giving effective assistance.

S.R.3.84(ii) When two engines are employed to work a train, it shall be ensured that the engine with the
higher grade Loco Pilot is always leading and he shall be held responsible for the safe working of the train.

S.R.3.84(iii) Whenever trains are double-headed, the Loco Pilot of the leading engine shall be responsible
for observing signals and shall invariably start first after sounding his whistle and obtaining acknowledgement from
the Loco Pilot of the other engine. The Loco Pilot of the rear engine, after sounding his whistle, shall not open the

regulator until the leading engine has tightened the coupling. In shutting of steam, the Loco Pilot of the leading
engine shall do so first and then the Loco Pilot of the rear engine.

3.85. Reporting of defects in signals.-

(1) Should a Loco Pilot or a Guard observe that a signal is rendered imperfectly visible by
branches of trees or by any other cause, or that a signal light is partially obscured or not burning brightly
enough to give clear aspect, he shall report the matter to the Station Master at the next station at which
the train stops.

(2) When such a report is made by a Loco Pilot or a Guard, the Station Master shall take
immediate steps to advise the Station Master concerned who shall get it rectified.

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CHAPTER IV
WORKING OF TRAINS GENERALLY

A. Timing and Running of Trains

4.01. Standard time. –

The working of trains between stations shall be regulated by the standard time
prescribed by the Government of India, which shall be transmitted daily to all the principal
stations of the railway at 16.00 hours in the manner prescribed.

SR 4.01 'Standard time' as referred in GR 4.01 shall be the time displayed in GPS clock provided in the
Control office and shall be transmitted to all stations at 16.00 hours by the section Controller.
For stations, which are not connected to the control, the specified stations shall pass on this information through
telephone.
At all class "D" stations where there is no telephone connections either with the adjacent
station or Control, the Clerk-in-charge shall check their station clocks daily with the time
of the Guard of the first stopping train for the day
(Ref: Railway Board letter No. ED/Safety-II/Rly Board letter No.2020/Safety (A&R)/19/09 dated 28.07.2021)
( C.Memo No.3/2021 dated 25.08.2021 )
4.02. Adherence to advertised time

No passenger train or mixed train shall be despatched from a station before

the advertised time.

4.03. Setting watch:-

Before a train starts from a terminal or crew-changing station, the Guard shall set his
watch by the station clock or the clock at the authorised place of reporting for duty and
communicate the time to the Loco Pilot who shall set his watch accordingly.

4.04. Time of attendance for train crew:-

Every Guard, Loco Pilot, Assistant Loco Pilot shall be in attendance for duty
at such place and at such time as may be prescribed by special instructions.

S.R.4.04(i) Guards and Assistant Guards of Express, Mail and Passenger trains shall appear on duty thirty
minutes before the booked departure of the trains. Guards and Assistant Guards of road vans, Mixed. Goods and
Departmental trains, also shall appear on duty thirty minutes before the booked or notified departure of the trains.

S.R.4.04 (ii) When Guards and Brakes men report for or break off duty, they shall sign in the Guards “ON”
and “OFF” duty register entering the time.

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4.05. Proper running line:-

The Loco Pilot shall take his train along the proper running line.

S.R.4.05(i) Except as provided for in the Station Working Rules, the berthing of a train on a non-running
line for crossing purposes is prohibited. However, light engines may, after being received into the station on a
running line in the usual manner, be shunted on to and berthed on a non-running line, whenever necessary without
any special instructions. When a light engine is so berthed on a non-running line, is shall not be reckoned as a
crossing train for the purpose of computing the number of trains to be crossed at the station.

S.R.4.05(ii)(a) The Goods Home signal shall not be taken “off” for a train carrying passengers. If so, the
Loco Pilot of a passenger train shall stop short of the Goods Home signal, inform the Guard and send his Assistant
Loco Pilot to the station to inform the Station Master. The Station Master shall put back the Goods Home signal to
“ON” and take “OFF” the Passenger Home signal and give a memo to the Loco Pilot (countersigned by the Guard)
authorizing the Loco Pilot to enter the station observing the “OFF” aspect of the Passenger Home signal. In such
cases, the Guard shall send a special report to the Divisional Operations Manager along with the Combined Train
Report.
(b) A goods train may be received either into the Coaching or Goods yard by taking “OFF”
relevant signals according to operational convenience.

4.06. Direction of running:-

(1) On a double line, every train shall run on the left hand line unless
otherwise prescribed by special instructions.

(2) If there are two or more parallel lines, the direction in which trains are to run on
each line shall be prescribed by special instructions.
S.R.4.06 (i) The Up and Down direction of traffic on the various sections are given in the Working Time Table.

4.07. Supply of Working Time Table and Schedule of Standard Dimensions:-

(1) A copy of the Working time Table for the time being in force shall be supplied to each
station, Guard, Loco Pilot, Inspector of Way or Works, and any other railway servant requiring
the use of the Working Time Table during the course of his duties.
(2) A copy of the Working Time Table shall, on issue, be supplied to the
Commissioner of Railway Safety.

(3) A copy of the schedule of Standard Dimensions for the time being in force shall be
supplied to each Inspector of Way or Works and Train Examiner.

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B. Speed of Trains

4.08. Limits of speed generally:-

(1) (a) Every train shall be run on each section of the railway within the limits of speed
sanctioned for that section by approved special instructions.
(b) The sectional speed sanctioned and permanent speed restrictions shall be
shown in the Working Time Table.
(c) The Loco Pilot shall observe the sanctioned sectional speed except when either one
speedometer in case of electric loco or two speedometers in case of other locomotives are defective.
In such cases of defective speedometers both the maximum permissible speed and booked speed of
coaching trains shall be reduced by ten per cent from the speed otherwise permissible.

(2) The Loco Pilot shall-

(a) regulate and control the running of the train according to the Working Time
Table, so as to avoid either excessive speed or loss of time, and

(b) not make up between any two stations more time than is allowed in this behalf in the
Working Time Table, and shall also observe all speed restrictions.

(3) When it is necessary to indicate to the Loco Pilot where trains are to run at
a restricted speed or where trains have to come to a stop due to the line being under repairs
or due to any other obstruction, action shall be taken as specified in Rule 15.09.
S.R.4.08(i) No locomotive shall be turned out from the shed with deficient or defective speedometer. In case,
the speedometer becomes defective enroute, the Loco Pilot shall work the train at speed 10% less than the permissible
speed by estimating the speed with the help of his watch, kilometre posts and inter-station running time given in the
Working Time Table.

S.R. 4.08(ii) The Maximum permissible speed of Goods trains and Mixed Trains in Broad Gauge is 75 kmph
except in case of trains with rolling stock where a higher speed is permitted as indicated in the Working Time Table.

(Correction Memo 4/15 dt.28.08.2015).

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Chapter - IV WORKING OF TRAINS GENERALLY

4.09. Caution order.-

(1) Whenever, in consequence of the line being under repair or for any other reason, special
precautions are necessary, a Caution Order detailing the kilometres between which such precautions
are necessary, the reasons for taking such precautions, and the speed at which a train shall travel, shall
be handed over to the Loco Pilot at the stopping station immediately short of the place where such
precautions are necessary, or at such other stations, and in such manner, as prescribed under special
instructions.

(2) Sub-rule (1) does not apply in the case of long continued repairs when fixed signals are
provided at an adequate distance short of such place and have been notified to the running staff
concerned.

(3) The Caution Order referred to in sub-rule (1) shall be on white paper with green font and
be made out and signed in full.

S.R.4.09(i) ISSUE OF CAUTION ORDERS

When a token of the Block section is extracted in

1 Circumstances connection with the work involving disconnection of
points at the outlying siding.

Token handed over to Signal & Telecommunication

Particulars of department official for disconnection of points at the
caution outlying siding. “Observe special caution as necessary
and lookout for hand signals at site”.

Reference

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Whenever Loco Pilots report about Slack or Rough Running or heavy lurch or any
2 Circumstance
abnormal condition in the track over which his train has passed.

Loco Pilot's message shall be repeated and the clause, "Observe Special
Particulars of
Caution, reduce speed as necessary and do not in any case, exceed a speed of
caution
10 KMPH and stop dead sufficiently short of the affected portion of the rack
before taking necessary action" to be added.
Reference SR.6.07(i) (d) and (e)
Note: - The Loco Pilot of the first train entering into the Block section shall stop at the spot
indicated in the caution order, inspect the track and follow the instructions contained in SR.6.07(i)
(d) and (e) (C.Memeo No. 2 / 2008 dated 09.06.2008)

When unsafe condition of the bunds of tanks or rivers is reported, and where danger is
3 Circumstances suspected to the Railway track, bridges and other fixed installations from sabotage, and
the location remaining vague.
Particulars of the river or tank bund reported to be unsafe/information regarding danger
Particulars of apprehended from sabotage, shall be given and add observe special caution. "Do not in
caution any case exceed a speed of 15 KMPH during day and clear weather and 10 KMPH
during night or when the view ahead is not clear".
Reference SR.6.07(iv)

4 Circumstances When water reaches danger level mark at bridges.

"Water reached "danger" level mark at bridge No. -------------------------at KM ------------

Particulars of between ----------------station and ------------station Proceed cautiously and observe
caution engineering hand signals at site. Speed shall not exceed 15 KMPH during day and clear
weather and 10 KMPH during night or when the view ahead is not clear".

Reference SR.15.05 (10) (Correction Memo 9 dated 20.02.2007)

5 Circumstances When Trolley is on line under caution order protection on form T/ 1518.

Particulars of
Trolley on line caution order T/C 409 to be issued.
caution
Reference SR.15.24 (i) a & b.(Correction Memo 9 dt.20.02.2007)

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6 Circumstances If the gateman‛s acknowledgement of a non-interlocked level crossing gate (outside

the First stop signals of the station) provided with communications, is not received
for a train to enter the block section from either end.

Particulars of "Gateman‛s acknowledgement has not been received". Location of the level
caution crossing shall be notified.

Reference SR.16.03 (iii) (b).

7 Circumstances For the last train mentioned in the line block order to enter the block section before
imposition of line block.

Particulars of caution "Lookout for a stop hand signal from the engineering official in-charge at KMs for
the issue of Last Train Certificate".

Reference S.R.15.06 (18)(7).

8 Circumstances For traffic train to enter a block section on the expiry of Line Block period when the
Line Block "Removal Advice" or the Line Block "Extension advice" has not been
received from the engineering official-n-charge.

Particulars of caution Lin

"Line Block Removal/Extension Advice not received. Be prepared for stop or
caution signals at km-------------"

Reference S.R.15.06 (18)8d(ii).

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Chapter - IV WORKING OF TRAINS GENERALLY

9 Circumstances When any patrolman does not report within 15 minutes of his scheduled arrival.

"Beat No. -----------------------Patrolman between -----------------station and ---------------------

station who was due to arrive at ------------station at ------ ----------hours has not arrived yet.

“Restrict the speed to 40 KMPH during day when visibility is clear & 15 KMPH during night
and during day when the visibility is poor".
Reference S.R 15.05 7c (i).

10 Circumstances On Twin Single line sections when line clear is obtained for a train by any means of
communication other than the Block Instrument / Track Circuit
/ Axle Counter or Telephone attached to Block Instrument duly cross checking the private
numbers given for Line clear for the preceding three trains.

Particulars of caution The speed of first train shall not exceed 25 kmph over the entire block section

Reference S. R 14.01 (ii) (c) (Correction Memo No. 6 dated 29.10.07)

11 Circumstances When there is a doubt or suspicion from the condition of a run through train or Observations
made that the block section in rear might has been obstructed or affected during the passage
of train.

Particulars of caution "Proceed cautiously and lookout for any obstruction on the line".
Reference Part I Chapter III 1.3.3(d) of BWM
12 Circumstances When engineering Gate signal is reported as defective.
Particulars of caution Information about the failure of gate signal notifying its location shall be given.
Reference S.R.16.06(ii) b.
13 Circumstances Engineering works or repairs on the track.
Particulars of caution T/409 or T/B 409 shall be issued. Details, as per the contents of the caution order advice of
the engineering official.
Reference S.R. 15.08(i) (e).
14 Circumstances When emergency patrol is put on.
Particulars of caution "Emergency patrolling in force".
Reference S.R. 15.05(7) (f).

15 Circumstances When there is a change in the complement of signals or where signals are newly erected or
resited.

Particulars of caution Notify the change in signalling arrangements in detail.

Reference S.R. 3.26(iii)

16 Circumstances When Warner or Distant or First Stop signal becomes defective in the OFF position.

Particulars of caution "------------------ signal of -------------- station failed in the “off” position. Observe stop hand
signal shown at the foot of the defective signal".
Reference G.R. 3.71.

17 Circumstances When spring loaded points lie against the path of a Motor Trolley in the trailing direction.

Particulars of caution Warning with regard to presence of the spring loaded points and its location shall be given.

Reference S.R. 15.25(x)(c) (2).

18 Circumstances Whenever a train is piloted into the station on a written authority to enter a Non-signalled/
non-running line.

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Chapter - IV WORKING OF TRAINS GENERALLY

Particulars of caution Speed of incoming trains shall not exceed 15 kmph or lesser speed as mentioned in
Station Working Rules.

Reference GR 5.10

19 Circumstances Whenever Alarm chain apparatus is blanked off on a coach/compartment of a train.

Particulars of caution Notify the coach number and its position with an instruction to look back frequently and
exercise special vigil.

Reference

20 Circumstances Whenever engine pushing a train.

Particulars of caution "The speed shall not exceed 15 KMPH with the Guard traveling in the leading vehicle
and 10 KMPH with the Guard traveling in any other vehicle".
Reference S.R. 4.12(b) (2)
21 Circumstances When train movements are permitted over the fractured rail/failed weld, once the
emergency repairs have been completed.

Particulars of caution Notify the location of fractured rail/failed weld and "Speed over the spot shall not
exceed 20 KMPH when certified fit, by an engineering official not below the rank of
key man and 30 KMPH when certified fit by Permanent Way Inspector, pending
permanent repairs".

Reference S.R. 6.01(ii)(c).

22 Circumstances When trains delayed unusually, running on double/multiple line sections.
Particulars of caution "Train on the adjacent line is delayed unusually, proceed cautiously and ascertain
the whereabouts and the condition of the delayed train.
Reference G.R. 6.04(i).
23 Circumstances When a train has to be started after the occurrence of train parting and the
clearance of obstruction.

Particulars of caution "Report on the conditions of the track such as misalignment or distortion
if any due to parting of previous train, to the Station Master at the other end.
Reference S.R. 6.08(vii).
24 Circumstances When trains hauled by steam/diesel locomotives are permitted to enter the section
during Power Block period.
"Power Block in force between -------------- and ---------------------- station. The speed
restriction and/or special precautions if any to be observed as per the advice of
Traction Power Controller to be included.

Reference S.R. 17.02(iv) S.R. 4.09 (iii)(7)

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25 Circumstances
Particulars of caution
During temporary single line working on a double line section worked under the
Automatic Block System.
a) The speed of the first train,in both the right direction and the wrong direction is
restricted to 25 kmph. (C.M.No.02/2022 dated 12.05.2022)
b) An endorsement to the Loco Pilot of the first train in the wrong direction to inform
all gatemen and gang men on the way about the introduction of temporary
single line working.

c) Caution order shall contain:

1. the line on which to run.
2. the kilometrage between which the obstruction exists.
3. any other speed restrictions imposed.
4. the Automatic stop signals shall be considered out of use.

Reference S.R. 9.12 Part I(10)(a), S.R. 9.12 Part I(11), S.R. 9.12 Part I(12)
26 Circumstances During the period of overhauling of Interlocking lever frames.
Particulars of caution "Restrict the speed of train to 15 KMPH at the station".
Reference S.R. 15.06(10) (VI)c(ii). G.R. 4.10.
27 Circumstances When temporary neutral section is provided.
Particulars of caution Indicate the temporary neutral section and the location where the Loco Pilot has to
lower and raise pantograph.
Reference S.R. 17.07(ii)
28 Circumstances When there is an overhead equipment break down on double/multiple line section.

Particulars of caution Caution order to the Loco Pilot of the first train shall contain "observe" a speed
restriction of 20 KMPH by day and 10 KMPH by night and keep sharp lookout for
any defects/obstructions on the line/lines and to stop short of obstruction or at
the next station and report the condition of track and over head equipment or
any other infringement to the section controller/Traction power controller".

Reference S.R. 17.09(vi) (2)&(3)

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Any other condition or circumstances which may require the issue of a caution
29 Circumstances order or caution order issued under local or special instructions
Reference S.R. 4.34(iv)(ii)

Particulars of caution "Speed not to exceed 75 KMPH on Broad Gauge and 50/40 KMPH on Metre
Gauge.

When goods stock is attached to passenger trains, after duly certified fit by the
30 Circumstances train examiner, to run on passenger trains.

Reference S.R. 3.68 (i) (c)

Advise the Loco Pilot of the absence of any light on the signal and therefore for
Particulars of caution keeping a good vigil and lookout and to stop at the foot of the First Stop signal
post of the station.

Before despatching a train to a Station where the colour light signals are not
31 Circumstances burning due to power failure.

Reference S.R. 4.17.

Particulars of caution Caution order to the Loco Pilots of trains running on the adjacent line/lines
"Train parting is suspected proceed cautiously and stop short of any
obstruction". In thick, foggy weather or in cuttings reducing visibility to very low
levels etc; the speed shall not exceed 15 KMPH.

32 Circumstances When the Station Master is sending 6-2 bell code signal on double/ multiple line
sections.
Reference S.R. 17.02(iii)(c)

Specify structure number to lower & raise pantograph.

When emergency feeding arrangements are being introduced on account of failure

33 Circumstances of overhead equipment power supply.

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S.R. 4.09(ii) Sending of information.-

(1) Whenever in consequence of the line including overhead equipment being under repairs or for any
other reasons, special precautions are necessary or when any danger to safety of trains is apprehended the Station
Master receiving such information shall immediately inform the Station Master at the other end of the affected block
section, the Controller, the Power Controller, the centralized Traffic Control Operator, the Traction Loco Controller,
the Traction Power Controller, the Loco Foreman, other railway servants concerned and the Notice station or
stations (to be specified in the Working Time Table) of such conditions under exchange of Private Numbers.

(2) The Controller, the Centralised traffic Control Operator, the Traction Power Controller, the Traction
Loco Controller, the Power Controller shall in turn ensure that all the Station Masters and the Loco Foremen
concerned have been advised of such conditions.

S.R.4.09(iii) Procedure for issue of Caution Order:-

(1) BY THE STATION MASTERS AT EITHER END OF THE AFFECTED BLOCK SECTION.

(i) The Station Master receiving advice about the line being under repairs or any other eventuality
endangering safety of trains necessitating exercise of caution, shall not permit any train or any vehicle running
under “block protection” to enter the affected block section either from his station or from the other end; unless-.

(a) the Station Master at the other end has acknowledged receipt of such information;

(b) he has warned the Loco Pilot and the Guard of the danger ahead and its location by the issue of a
Caution Order except in case of permanent speed restrictions which are notified in the Working Time Table; or

(c) he has ensured that Caution Order has been issued by the Notice station concerned; or

(d) he has received advice about restoration of normal working.

(ii) The Station Master at the other end of the affected block section shall also take action in
accordance with sub-clauses (b) to (d) of clause (1) (i) of S.R. 4.09 (iii)

(iii) Run through trains shall be stopped out of course for issue of Caution Order till such time it has
been ensured that a Caution Order has been issued by the Notice station concerned.
(iv) Whenever work is taken up by overhead equipment staff under Power Block, they shall advise the
Station Masters on either side of the block section to issue Caution Orders, if necessary, to the Loco Pilots of trains
entering the block section.

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(2) BY THE STATION MASTER OF NOTICE STATION-

(a) On receipt of advice of the line being under repairs or any other eventuality
endangering the safety of trains necessitating exercise of caution, the Station Master of the notice station shall
acknowledge the same and shall not allow any train which has to pass though the affected block section, to leave
his station, unless he has warned the Loco Pilot and the Guard of the danger and its location through the issue of
a caution order in Form T/409. He shall also advise the Station Master of the station in rear of site of restriction of
the particulars of the first train to which the caution order has been issued.
“The name of the Notice station upto which the Caution Order has been given along with
the total number of cautions to be observed shall be clearly written on the face of the Caution
Order (T/409).”

(b) The Station Master of a Notice station shall issue “Nil” Caution Order in Form T/A 409 to the Loco
Pilots and the Guards of all trains leaving his station if he has received no intimation or any special precautions to
be observed between his station and the next notice station of the train, in the direction of movement.

Note.- The Loco Pilot shall not start the train and the Guard shall not give signal to start the
train from a notice station until they have received the caution order containing caution advice or “nil"
caution advice.
(3) In case of trains originating from stations other than Notice stations.- In case of a train originating from
a station which is not a Notice station, the Station Master shall consult the Controller or the Centralised Traffic
Control Operator or the Traction Power Controller or the Notice station in rear or the notice station in advance (on
single line section only) and issue Caution Order up to the Notice station in advance. However when such
information cannot be collected by the station due to failure of communications with Control or the Notice
station in rear or the Notice station in advance (on single line section only) and it becomes absolutely necessary to
start the train originating from the station, the train should be started after issuing a Caution Order for restrictions, if
any or a `Nil' caution Order upto the block station in advance giving a written advice to the loco pilot to stop at the
block station in advance and act upon the instructions available there. This procedure will be followed till a station
is reached which can obtain particulars of all restrictions upto the Notice station in advance.

Note: The Caution Order to be issued for trains originating from stations other than notice
stations shall also be in Form T/409. The “Nil” Caution Order referred herein shall be in Form T/A. 409.

(4) Change of train crew en-route.- In case of change of train crew enroute the Loco Pilot/Guard
taking over charge shall take over all Caution Order relating to his train to acquaint himself of the conditions on the
line giving due acknowledgement to the Loco Pilot/Guard who is being relieved.

(5) Attaching of Assisting /Banking engine en-route.- In case of an assisting or a banking engine being
attached at a station en route, the responsibility for acquainting himself about restrictions shall lie on the Loco Pilot
of such an engine who shall contact the train engine Loco Pilot or the Guard as the case may be and get the
necessary information.

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(6) During failure of communications.- During failure of communications, the Station Master of the Station
immediately in rear of the affected block section shall issue caution Order to trains of all descriptions irrespective of
whether it is a single line section or a double line section and irrespective of the system of working in force on the
section.

(7) In case of Power Blocks on electrified section.- In case it becomes necessary to permit movement of
vehicles hauled by steam or diesel locomotives on a section, under Power Block for a running line, a Caution
Order shall be issued as per rules. While asking for the Power Block, the Traction Power Controller concerned
shall invariably mention the duration of the Power Block, the Block stations and the exact kilometrage between
which the work is to be done, the nature of work, the speed at which the train shall travel, and other special
precautions required to be observed by the Loco Pilot.

(8) In case of Local/Suburban trains.- In the case of trains running on suburban sections, Caution Order
shall be issued to be Loco Pilots and Guards by the Station Masters of only such stations as are specified in the
Working Time Table except in case of emergency necessitating sudden imposition of speed restrictions. In respect
of these trains, the Caution Orders may be either typed, cyclostyled or printed as considered necessary, covering
the entire section on which the train is to run and shall be issued only once unless some speed restriction/
restrictions is/are required to be cancelled or some further speed restriction/restrictions is/are required to be
imposed.

(9) In case of stations where no train is booked to stop.-

(a) A Caution Order shall normally not be issued except in an emergency necessitating sudden
imposition of speed restrictions; and
(b) If any information warranting issue of a Caution Order received by the Station Master of such a
station, he shall immediately advise the adjoining Block Stations,for the issue of Caution Order and only after
obtaining their acknowledgements in this regard under exchange of Private Numbers, shall acknowledge the
message requiring imposition of speed restrictions.

(c) On receipt of such information, the Station Master of the adjoining station who receives the
information first shall act as if he had himself received the messagefor imposition of the restrictions.

S.R.4.09(iv) Description and preparation of Caution Order.-

(a) All forms should be serially numbered and the name of the station issuing it shall be stamped on each
foil. It should be in three foils-one each for the Loco Pilot, the Guard and the station Record. When more than one
engine is attached to a train, additional foils of Caution Order shall be prepared for delivery to such Loco Pilots in
addition to the leading Engine Loco Pilot.

(b) The printing of Caution Order forms should be bilingual .i.e., in English and Hindi/
regional language.

(c) Station codes shall not be used. Names of the stations concerned, should be written in full, as given
in the Working Time Table. No entries should be made on the back of the Caution Order. If more than one Caution
Order form is used. Pages should be serially numbered as page 1, page 2, page 3 etc.

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(d) Caution Order shall be specifically made out for each train separately except at specified stations and
for specified trains e.g., Rajdhani Express, through goods trains with long runs, local/suburban trains etc., in which
case it may be typed. Cyclostyled or printed provided, that it shall be checked up again at the time of service to
ensure that all locations where caution is required to be observed have been incorporated therein. Necessary
provisions in this regard shall be made in the Station working Rules of stations concerned and such stations/trains
shall be specified in the Working Time Table. Wherever speed restrictions are required to be observed at two or
more locations the kilometrage of all such locations shall be indicated in geographical order in relation to the
direction of movement.
(e) It shall always be dated and signed in full.
(f) In case of any error or over-writing, it shall be cancelled and a fresh one prepared.
(g) “Reminder” Caution Order in Form T/B 409 shall also be issued by the Station Master of
the block station immediately in rear of the affected block section to the Loco Pilots of all scheduled stopping trains
and of those trains stopping out of course. On single line sections, where a tangible “Authority to proceed” is
given, “Reminder” Caution Orders shall also be given to the Loco Pilots of run through trains.
Issue of Reminder caution order may be dispensed with if the Station Master on duty is able to establish
communication with the Loco Pilot of the stopping train through VHF set and ensure that the Loco Pilot is in
possession of the advice issued at the notice station with regard to caution in force in the section in advance.

Reminder Caution Order may not be issued on suburban sections under special
instructions.

(h) Every issue of a Caution Order shall be recorded in the “Remarks” column of the Train Signal
Register against the entries for the train quoting the progressive number of the Caution Order.
(C. Memo No.5/2008 dt. 23.12.2008.)

S.R.4.09(v) Service of Caution Order.-

(1) The Caution Order shall be delivered to the Loco Pilot and Guard of a train by the Station Master
either personally or through a competent railway servant deputed by him and the signatures of Loco Pilot and
Guard obtained on the Record foil in token of their having received and understood it. When more than one foil is
served, each counter foil will be signed by the Loco Pilot and Guard.

(2) In case a Loco Pilot is unable to understand the contents of the Caution Order, he shall call upon the
Station Master to have it explained. Under special instructions, the responsibility for explaining the contents of the
Caution Order may be entrusted to the Guard of the train in big yards.

(3) In the case of ascending trains on the Nilagiri Railway, the Caution Order shall also be shown to the
leading Brakesman and his signature obtained on the Loco Pilot's foil and Record foil. The Loco Pilot of the train
before accepting such Caution Order shall satisfy himself that the signature of the Guard (and also that of the
leading Brakesman on the Nilagiri Railway) has been obtained on both the foils.

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S.R.4.09(vi) Method of notifying / cancellation of special precautions:-

(1) when a competent railway servant finds it necessary to impose any speed restriction or any special
precaution on a portion of a line, including overhead equipment due to repairs or work or for any other reason, he
shall-

(i)(a) advice in writing the Station Master of the nearest block station (preferably the block station
controlling entry into the block section concerned) the exact kilometrage and the station at which or the stations
between which the restriction or special precaution is to be observed, its nature and likely duration, the method of
protection of the place of restriction together with the location where engineering indicators are to be exhibited etc.,
and also advise other railway servants concerned as per clause (i) of S.R.4.09(ii) who are required to be notified in
this regard; and

Note:- Refer S.R. 15. 08 (i) (e) also

(b) not commence such operations until written acknowledgment is received form the Station
Master.

(ii) The Station Master receiving the advice shall not acknowledge it until he has advised the Station
Master of the block station at the other end of the block section, to be affected and obtained his
acknowledgement.

(2) When the cause of such restriction or special precaution has been removed, the competent railway
servant shall advise the fact to the Station Master of the nearest block station under written advice and other
officials concerned who were notified earlier of the imposition of restriction.

S.R.4.09(vii) Action by the Station Master after Cancellation of the speed restriction-

(1) The Station Master receiving advice regarding the removal of the restriction, shall advise this fact to
the Station Master at the other end of the block section concerned. Station Master of Notice stations and other
railway servants who were advised about it earlier. After issue of the advice regarding cancellation of the Caution
Order the Station Master shall discontinue the issue of the Caution Order.

(2) If no train is booked to stop at the station, the advice regarding the removal of restriction shall be
sent to the Station Master of one of the adjoining block stations who should take action in accordance with S.R.
4.09 (vii)(1).

Wherever the issue of Caution Orders has to be continued, the Station Master who is to be relieved,
shall make an entry in the following form in the Station Diary, for the guidance of his reliever and ensure his
reliever notes and signs for his entry before he breaks off duty:-

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Chapter - IV WORKING OF TRAINS GENERALLY

Handed over charge to Station Master ______ (Name) at _____ Hrs _______Mts. His attention is drawn to caution
Order Advice/Message No ________ of ________ on file regarding issue of Caution Order for trains entering
________section.

S.R.4.09(viii) Record of Caution Orders:- (a) At all stations where Caution Orders are issued, the Station
Master shall keep an up-to- date record of all the speed restriction imposed with the dates of their enforcement and
cancellation, authority, nature, etc., in the Caution Order Register and bring forward every Monday, in geographical
order in relation to the direction of movement, the Caution Order due to be issued. No code shall be used, except
station codes in this register.

(b) Similar records shall be kept at other places like Control offices, Loco sheds, etc., also where
information in this regard is received.

(c) The Loco Pilots and the Guards shall hand over the Caution Orders to the Loco Foreman and Station
Master respectively at the end of their journey along with other train papers except in case of change of crew en
route.

S.R. 4.09 (ix) Preservation of Caution Orders.- Record foils of the Caution Orders shall be
preserved for a period of twelve months after issue.

4.10 Limits of speed over facing points:-

(1) The speed of trains over non-interlocked facing points shall not exceed 30 kilometres an hour in any
circumstances, and the speed over turn-outs and cross-overs shall not exceed its permissible speed or 30 kilometres
an hour whichever is less, unless otherwise prescribed by approved special instructions, which may permit a higher
speed.
( C.M. No.01/2020 dated 16.03.2020 )
(2) Subject to the provisions of sub-rule (1), a train may run over interlocked facing points at
such speed as may be permitted by the standard of interlocking. (C. Memo No. 5)

SR 4.10(i) The speed of trains over the facing points on the Main line at a station shall not exceed the
limit laid down for each station in the Working Time Table for passengers trains.

Note: Points both facing and trailing are in non-interlocked condition whenever the signal
governing / detecting such points remain in the “On” aspect either due to failure or suspension.
( C( C.Memo No.4/2016 Dt.02.12.2016)

4.11 Limits of speed while running through stations:-

(1) No train shall run through an interlocked station at a speed exceeding 50 kilometres an hour or such
less speed as may be prescribed by approved special instructions

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Unless the line on which the train is to run has been isolated from all other lines by the setting of points or other
approved means, and interlocking is such as to maintain this condition during the passage of the train.

(2) In every casein which trains are permitted to run through on a non-isolated line, all shunting shall be stopped
and no vehicle unattached to an engine or not properly securedin accordancewith Rule 5.23 may be kept standing on a
connected line which is not isolated from the through line.

S.R. 4.11 (i) No train shall be allowed to run through on a loop line with 1 in 8 ½ turn out, in facing or
trailing direction. This restriction applies not only to run through trains but also to stopping trains which have to be
passed through on the Loop line to the outermost trailing points for crossing purposes.

4.12 Engine pushing

(1) No engine or self –propelled vehicle shall push any train outside station limits except in accordance
with special instructions and at a speed not exceeding 25 kilo meters an hour; Provided that this sub-rule shall not
apply to a train, the leading vehicle of which is equipped with driving apparatus and which may be operated under
approved specialinstructions
Provided further that this sub-rule shall not apply to an engine assisting in rear of a train, which may be
permitted under approved special instructions to run without being coupled to the train;

Provided also that no train which is not equipped with continuous vacuum/air brake shall be pushed
outside station limits except in case of emergency:

Provided also that a “Patrol” or “Searchlight” special with one or more vehicles in front of the
engine may be permitted to run at a maximum speed of 40 kilometres an hour.

(2) For movement of trains outside station limits with engine pushing during right or in thick, foggy or
tempestuous weather impairing visibility or where otherwise prescribed by special instructions, the leading vehicle
of such trains shall be equipped with the prescribed headlight and marker lights except in case of emergency.

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(3) When trains are worked as described in sub-rules (1) and (2), the engine pushing theoad when
it is the rearmost, or the rearmost vehicle if any, shall carry a tail board or a tail lamp.

S.R.4.12(i)(a) An engine may push a train outside the Station Limits in the following
circumstances: -

(1) In regular working with ascending trains on the Mettupalaiyam – Udagamandalam

Section under Special Instructions.
(2) In regular working with material trains.
(3) In special circumstances, under Special Instruction.
(4) In any unexpected circumstances, such as the inability of the engine to haul its load, the
train meeting with an obstruction etc., and
(5) In emergency working with relief trains. Passenger special trains, for clearing stranded
passengers from accident spots, etc.

(b) On such occasions, the following precaution shall be observed:

(1) Caution Orders shall be issued to pushing trains in accordance with Rule 4.09.
(2)(i) The Guard of a pushing train shall travel in the leading vehicle if it is fitted with a
vacuum brake/air brake valve or hand brake. If the leading vehicle is not so fitted, the Guard shall
travel in the nearest vehicle thereto which is so fitted. The speed of the train, with the Guard traveling
in the leading vehicle, shall not exceed 15 kilometres an hour and with the Guard traveling in any other
vehicle shall not exceed 10 kilometres an hour.
(ii) The Guard of a pushing train shall keep a good look-out and continuously exhibit a “proceed”
hand signal to the Loco Pilot. The absence of a “proceed” signal may be due to an obstruction and the
Loco Pilot shall stop the train at once. The Loco Pilot shall keep a good look-out, especially in the
direction in which the train in running, and be prepared to stop the train short of any obstruction.

Note.- In thick, foggy or tempestuous weather impairing visibility for at least 1200
metres on Broad Gauge and 1000 metres on Metre gauge and Narrow Gauge, and Guard shall walk
at least 600 metres in advance of the train on Broad Gauge and 500 metres in advance of the
train on Metre Gauge and Narrow gauge plainly showing a stop hand signal to stop any approaching
train and the train behind him shall follow at walking speed.

(3) (i) On the single line, a train pushing back in unexpected circumstances, for example due to
the inability of the engine to haul its load or the train meeting with an obstruction shall be brought to a
stand at the First Stop signal. The Guard shall make use of the signal post telephone if provided at the

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First Stop signal to advice the Station Master (or) the Guard then proceed to the station exhibiting
a Stop hand signal towards the station, advice the Station Master and return to the train. The
reception signals shall then be taken “off” where upon the Loco Pilot shall restart and go into the
station.
Note.- The signals shall be taken “off” as usual for trains pushing in regular working
and forrelief trains, etc., pushing back in emergency working and the train shall enter the
station as usual.

(ii) On the double line, a running train pushing back, for any reason, shall be brought to
a stand short of the Last Stop signal of the line on which he is backing or opposite to and short of the
First Stop signal of the other line whichever is farther away from the station. The Guard shall then
proceed to the station exhibiting a stop hand signal towards the station, advise the Station Master and
return to the train. The Station Master shall send a written memo, in duplicate, through a competent
railway servant permitting the Loco Pilot to enter the station. The competent railway servant shall hand
over the memo to the Loco Pilot, who shall keep the original and return the duplicate signed. The
competent railway servant shall then pilot the train into the station, traveling on the engine.

4.13 Limits of speed with engine tender foremost.-

(1)(a) A passenger train or a mixed train shall not be drawn outside station limits by a steam
engine running tender foremost, except-
(i) under a written order issued by the authorized officer; or
(ii) in a case of unavoidable necessity, to be established by the Loco Pilot.

(b) When any such train is so drawn, the speed shall not exceed 25 kilometres an hour, or such
higher speed, not exceeding 40 kilometres an hour, as May be authorized by approved special
instructions.
(2) In cases of unavoidable necessity, goods trains may run with steam engines tender for
most at a speed not exceeding 25 kilometres an hour or such higher speed, which shall, in no
circumstances, exceed 40 kilometres an hour, as may be laid down by special instructions.

(3) When trains have to be worked with steam engines tender foremost as a regular
Measure under sub-clause (i) of clause (a) of sub-rule (1) and sub-rule (2), the head light and marker
lights as prescribed in Rule 4.14 shall be provided on the tender.

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S.R.4.13 (i)(a) Trains carrying passengers:-

(1) Specified trains carrying passengers can run with the engine tender foremost on the
sections sanctioned by the Commissioner of Railway Safety at the speed laid down by him, subject to a
maximum speed of 40 Kmph. The sanction for the trains to run with the engine tender foremost, the
section and the speed limit are indicated in the Working Time Table for passenger trains. On Occasions
like festivals etc., specified trains may be run with the engine tender foremost on the temporary
sanction of the Commissioner of Railway Safety. Such sanctions are specially notified to staff.

(2) In emergencies, if it is found necessary to start a train carrying passengers, not

coming under S.R.4.13 (i)(a)(I), from any station on any section with the engine running tender foremost,
the Station Master shall give a written authority to the Loco Pilot in the following form: -

Station……………………… Date……………………………………….
To
The Loco Pilot of train (No. and description)…………………….
You are hereby authorised to run with your engine tender foremost at a
speed not exceeding 25 kilometres an hour.
…………………………………..
Station Master

(b) Trains not carrying passengers:- The speed of trains not carrying passengers when
worked by engines with tender foremost, shall not exceed 40 Kmph. This will also apply to light
engines when running tender foremost.

Note: - (1) A train worked by a tank engine with the tank-side foremost may run at the
normal speed. This will also apply to light engines when running tank-side foremost.
(2) In all the above cases, it shall be ensured that the tender or tank-side is fitted with
cowcatcher by day and cowcatcher as well as headlight in working condition by night.

S.R.4.13.(ii) If a train, whether carrying passengers or not, has to be worked by an

engine running tender foremost of tank-side foremost, not fitted with cow-catcher by day or cow-
catcher or headlight or both by night, then the speed of the train shall not exceed 25 Kmph. on
Broad Gauge and Metre Gauge.

C. Equipment of Trains and Train Crew

4.14 Head light, marker light and speedometer

(1) A train shall not be worked at night or in thick, foggy or tempestuous weather
impairing visibility or in long tunnels, unless the engine carries an electric headlight of an unapproved
design and, in addition, two oil or electric white marker lights.

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(2) An engine employed exclusively on shunting at station and yards shall, at night or
during thick, foggy or tempestuous weather impairing visibility, display such headlights as are prescribed
by the Railway Administration, and exhibit two red marker lights in front and in rear.

(3) The electric headlight on the engine shall be fitted with a switch to dim the light and shall be
dimmed-
(a) when the train remains stationary at a station;
(b) when the train is approaching another train which is running in the opposite direction on
double or multiple track of same or different gauges; and
(c) on such other occasions as may be prescribed by special instructions.

(4) In case the electric headlight fails or a train has to be worked with the engine
running tender foremost in an emergency, the engine shall display the two oil or electric white marker lights
referred to in sub-rule (1) pointing in the direction of movement and the train shall run at a speed prescribed
by special instructions.

(5) In case of defective electric head light of locomotive running in a section provided with
reflective type of engineering fixed signal, during night or thick foggy weather impairing visibility on BG and
MG, the Loco Pilot shall work the train cautiously at a speed not exceeding the severest temporary speed
restriction imposed in the block section or 40 Kmph whichever is less.
(6) Coaching locos should not be turned out from home shed if the
speedometers/recorders are in defective condition. In case of speedometer/recorder becoming defective
during the run, the train should run at a speed prescribed by special instructions.

S.R.4.14.(i) (a) The Loco Pilot of an incoming train shall dim the electric-headlight on
approaching the Home signal or the outermost points where there is no Home signal and keep it
dimmed until the train passes the Home signal or the outermost points, while leaving the station.
(b) Loco Pilots shall dim the electric headlight temporarily when this is necessary to avoid
dazzling cattle or to enable the aspects of signals (lights) to be picked up. The electric light shall be
switched ‘‛on‟ again after passing the cattle or after observing the signal.

S.R.4.14 (ii) Headlights: - The headlights to be carried on engines on the double and
single lines, for use in case the electric headlights fails, or when electric headlight is not provided,
are prescribed below: -
(a) Any train or light engine, working outside station limits. - Two white lights in the front of
the engine, one on either side.
(b) Any steam engine working outside station limits tender foremost. Two white lights
centrally one above the other on the tender.
(c) For Electric Multiple Unit Stock.- One headlight and one code light shall be provided.

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4.15 Tail and side lights.-

(1) At night or in thick, foggy or tempestuous weather impairing visibility, no train shall be
worked outside station limits unless it has-

(a) in the case of an engine with vehicles attached, save in a case to which sub-rule(2) applies,
at least one red tail light, and two side lights showing red towards the rear and white towards the
engine.

Provided that provision of sidelights on goods trains and Electric Multiple Unit train may be
dispensed with.

(b) in the case of a single engine without vehicle attached at least one red tail light; and

(c) in the case of two or more engines coupled together without vehicles attached, at least one
red tail light affixed to the rear engine.

(2) A colliery pilot, i.e., a train used for collecting or distributing vehicles in colliery
sidings, when working in a block section or in the colliery sidings taking off from a block section, need
carry a red tail light only as it enters or leaves the block station, at either end of such block section,
provided that special instructions are issued to ensure that no other train is permitted to proceed into the
block section until the Guard of the colliery pilot has certified that he has left no vehicle obstructing the
block section in which he has been working.

(3) When trains may run in the same direction on parallel lines, the side lights mentioned in
clause (a) of sub-rule (1) may be arranged in accordance with special instructions.

(4) When a train has been shunted for a following train to pass, the tail and side lights
mentioned in clause (a) of sub-rule (1) shall be dealt with in accordance with special instructions.
(5) Within station limits or in a siding, an engine employed in shunting shall have tail lights
in accordance with special instructions.

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4.16 Tail board or tail lamp:-

(1) In order to indicate to the staff that a train is complete, the last vehicle shall, except as
provided for in sub-rule (2), be distinguished by affixing to the rear of it-
(a) by day, a tail board of approved design or a red painted tail lamp of approved
design which may be unlit, or

(b) by night, as well as in thick, foggy or tempestuous weather impairing visibility during
day, a red tail lamp of approved design displaying a flashing red light toindicate last vehicle check
device or (Correction Memo 1/2010 dated 23.02.2010)

(c) such other device as may be authorized by special instructions.

(2) A Colliery pilot, i.e., a train used for collecting or distributing vehicles in
collierysidings, when working in a block section or in the colliery siding taking off from a block
section, need carry a tail board or tail lamp, or such other device as may be authorized by
special instructions, only as it enters or leaves the block station at either end of such block
section, provided that special instructions are issued to ensure that no other train is permitted to
proceed into the block section until the Guard of the colliery pilot certifies that he has left no
vehicle obstructing the block section in which he has been working.

(3) In emergencies only, and under special instructions in each case, a red flag may
be used in lieu of a tail board or an unlit tail lamp.
S.R.4.16(i) During day, a tail board with the disc painted with signal red back ground with
the letters “LV” painted white there on shall be attached to the rear of the last vehicle of all trains
except Electric Multiple Unit stock. During day, a Turn over tailboard painted with red cross mark
on white background is provided on the Electric Multiple Unit stock. When vehicles are attached in
rear of the rearmost brake-van/vehicle the Guard shall see that during day, the tail board is
removed from the brake van/vehicle and attached to the rear of the rearmost vehicle and
during night, the tail lamp of the brake-van is extinguished and the tail lamp is lit on the rear
most vehicle.

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The Guard shall also ensure that the built-in-red light of SLR / Inspection carriage / vehicle is
swicthed "off" when another vechile is atached in rear of the SLR/ Inspection carriage / vehcile.
(ii) For the purpose of S.R.4.16(i), an engine or a damaged vehicle attached in rear of a train,
shall be the last vehicle.
(iii) Guards working on double line sections shall observe the Tail Board or Tail Lamp of passing
trains and report at the next station when the Tail Board is missing or Tail Lamp is not burning properly.
(iv) No train shall be allowed to leave a station with a red flag or an unlit red painted Tail Lamp
by day in lieu of Tail Board unless specially authorised by the Divisional Railway Manager.

4.17. Responsibility of Station Master regarding tail board or tail lamp of passing trains. -
(1) The Station Master shall see that the last vehicle of every train passing through his
station is provided with a tail board or tail lamp or such other device in accordance with the
provisions of Rule 4.16.
(2) If a train passes the station without such indication to show that it is complete, the
Station Master Shall-
(a) immediately advise the station in advance to stop the train to see that the defect is
remedied and to advise whether or not the train is complete.
(b) Meanwhile withhold the closing of block section to ensure that no train is allowed
to enter the block section from the station in rear, and (C. Memo No. 5) (c) unless the station in
advance has advised that the train is complete, neither consider the block section in rear as clear nor
close it.
(3) Where in a section a block proving Axle Counter or Continuous track circuiting
between block stations and complete track circuiting of station section excluding non-running lines of
the receiving station is installed and is functioning and there is a clear indication of clearance of block
section as well as complete arrival of the train as per indication given, if a train passes a station
without conforming to the provisions of sub clause (1) above, the station Master shall still advise the
station in advance to stop the train to see that the defect is remedied and he need not withhold
closing of block section in rear as prescribed in clause (b) and (c) of sub rule (2) in such cases.
(C. Memo No. 5)

S.R.4.17 (i) On the double line the Station Master sending the train without tail lamp or LV
board, must put fixed signals at “ON” to stop any train from the opposite direction, advise the
Guard and the Loco Pilot, of the circumstances and issue a caution order to proceed cautiously and
stop short of any obstruction.
The Loco Pilot of the train, after being so advised by the Station Master shall
proceed into the block section at such speed as would permit him to bring his train to a halt well
short of any obstruction under the visibility conditions available. In thick foggy weather, or in
cuttings reducing visibility to very low levels etc. the speed shall not exceed 15 Kmph. The Loco
Pilot would be authorised to run at higher speed after being cautioned depending on factors
like clear visibility on straight track, the distance of the opposite line away from the line on
which movement is taking place.

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In all such situations, the SM despatching the train in the direction in which the
obstruction/infringement is apprehended after issuing caution shall take fully in to account the
possibility of train being brought back from short of the obstructions while giving line clear to
subsequent trains”.

4.18. Means of communication. -

(1) No passenger train or mixed train shall be despatched from any station, unless every
passenger carriage is provided with means by which communication can be made with the
Guard or the Loco Pilot.

(2) Sub-rule (1) shall not apply to-

(a) Passenger or mixed trains in case of complete or partial failure of vacuum; and
(b) Such particular trains as may be exempted under approved special
instructions.
(3) If a Railway Administration is satisfied that mischievous use of the means of
communication referred to in sub-rule (1) is prevalent, it may, notwithstanding anything
contained in that sub-rule, direct the disconnection, for the time being, of the means of
communication provided in all or any of the passenger carriages in any such train.
(4) A goods vehicle in which passengers are carried is not a “passenger carriage” within
the meaning of this rule.
S.R.4.18 (i) With reference to sub-rule (3) of Rule 4.18, Alarm chain apparatus should not be
blanked “off” in ladies compartments, full postal vans, R.M.S.-cum-passenger coaches and ordinary
coaches when used for carrying mails.
S.R.4.18(ii) (a) Whenever the automatic vacuum /air brake is applied by a passenger, the
Loco Pilot shall stop the train in accordance with S. R. 4.15(ii). The Guard shall at once take steps
to ascertain by whom and for what cause the chain was pulled and send a report to the Station
Master of the next important station where the train is booked to stop with the names and
addresses of the persons who pulled the chain and that of witnesses. The Guard shall also send a
Special Report along with the Combined Train Report.
(b) In automatic block territories, the train shall be protected immediately in accordance
with Rule 9.10. If the train is likely to halt for more than 15 minutes in non- automatic
territories, it shall be protected in accordance with rule 6.03.

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4.19. Guard’s and Loco Pilot’s equipment:-

(1) Each Guard and Loco Pilot shall have with him, while on duty with his train,the following
equipment-
(a) a copy of these rules or such portions thereof as have been supplied to him under Rule 2.01,

(b) a copy of the Working Time Table, and all correction slips and appendices, if any, in force
on that section of the railway over which the train is to run,
(c) a hand signal lamp,

(d) a whistle (for Guards only),

(e) a red flag and a green flag,

(f) a stock of detonators sufficient to comply with the relevant rules as may be prescribed
by special instructions.
(g) a first aid box (for Guards of passenger carrying trains only) and,
(h) such other articles as may be prescribed by the Railway Administration in this behalf.
(2) If any Guard or Loco Pilot is not in possession of any article mentioned or referred to in sub-
rule (1), he shall report the fact to his superior who shall make good the deficiency.
(3) Each Guard and Loco Pilot shall have with him while on duty with his train two pairs of
such spectacles as he is required to wear under medical advice.

Note. – Each guard and Loco Pilot should also be in possession of a Watch in addition
to the equipment prescribed in sub-rule (1).

SR 4.19(i) Each Guard ( with him/her or in Guard van) and Loco Pilot ( with him/her or in Loco), while on
duty with his/her train, shall have a copy (in hard or electronic form) of these rules or relevant portions therof,
as supplied to him/her under Rule 2.01 and a copy ( in hard or in electronic form) of the working time table
and the all correction slips and appendices, if any, in force on that section of the railway over which the train
is to run.

[Ref- ED/ safety-II, RB letter No. 2020/ Safety (A&R)/19/12 dated 17.12.2020](C.memo 01/2021 dated 20.01.2021)
S.R.4.19 (ii) Whenever running staff is required to wear spectacles under medical advice, he
shall have his name engraved on the spectacles.
S.R.4.19 (iii) In addition to the equipment prescribed in Rule 4.19 Guards and Assistant
Guards shall have-

(1) a copy of the General and subsidiary rule book and a booklet on “Brake
Power Rules”.

(2) a carriage key,

(3) Sufficient number of padlocks, with keys,
(4) a case containing 10 detonators,
(5) a rough journal book, and
(6) a torch.

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Guards only shall have:-

(1) One tail board.

(2) One tail lamp with burner.
(3) One book of Form T/609.
(4) Two red flags.
(5) A red flashing hand signal lamp.( C.Memo No.3/2021 dated 25.08.2021 )

(6) Complaint Book.

(7) Vacuum Gauge/Pressure Gauge (for Goods trains only).
(8) Walkie-talkie set.

(9) Two Private Number books. (C. Memo No.5/2008 dt. 23.12.2008.)

Note. – In the case of Guards working E.M.Us/Push Pull trains the equipment prescribed above
may be modified according to requirement by the Divisional Railway Manager.

S.R. 4.19(iv) In addition to the equipment prescribed in Rule 4.19, the Loco Pilot shall have:-

(1) a copy in each of the General and Subsidiary Rule book and a copy in each of the
Accident Manual, the Block Working Manual and the Operating Manual.
(2) A case containing 10 detonators.
(3) Rough Journal book.
(4) One electric head lamp bulb and cab-light bulb.
(5) Water gauge glass of different size with Dexine rubber, washers for the various
classes of engines ordinarily worked.
(6) A red flashing hand signal lamp. ( C.Memo No.3/2021 dated 25.08.2021 )
(7) a copy of the Appendices to Working Time Table (A.W.T.T.) and the booklet on
“Brake Power Rules.”
(8) A Torch
(9) Walkie-talkie set.
S.R.4.19 (v) For Electric loco Loco Pilots, the following items shall also be provided :-

(1) Operating Manual.

(2) a copy of the 25kv Alternating Current Traction Manual.
(3) an insulated screw driver.
(4) an insulated plier.
(5) A Torch
(6) a Private Number book.
(7) RE Telephone (C.Memo No. 3 / 2012 dated 11.01.13)

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SR 4.19(vi) Assistant Loco Pilots of Electric locos shall be provided with the
following equipment:

(1) Red and Green flags.

(2) Rough Journal book.
(3) Working Time Table.
(4) A tri-colour torch light.
(5) Personal Log book.

Note: Each Guard, Loco Pilot, Motorman and Assistant Loco Pilot/Diesel Assistant
should also be in possession of a watch in addition to the equipment prescribed

S.R.4.19 (vii) Each Motormen shall have with him, while on duty, the following items in addition
to those mentioned in GR 4.19.

(1) Reverser Key.

(2) BL key
(3) BIV key (2 numbers)
(4) EMU Cab door key
(5) Walkie-talkie
(6) A red flashing hand signal lamp.( C.Memo No.3/2021 dated 25.08.2021 )
(7) Crocodile clip
(8) EMU trouble shooting directory
(9) Rough Journal Book. (C. Memo No. 1 /2012 dated 09.03.2012)

4.20 Manning of engine in motion:-

(1) Except when otherwise provided by special instructions, no engine shall be allowed to
be in motion on any running line unless the Loco Pilot as also the Assistant Loco Pilot are upon it.
(2) Subject to the provision sub-rule (3), in no circumstances shall a person other than the
Loco Pilot or a railway servant duly qualified in all respects, drive an engine on any running line.

(3) If a Loco Pilot becomes incapacitated while the engine is in motion, the Assistant Loco
Pilot, if duly qualified, may work the train to the next station cautiously and where the Assistant
Loco Pilot is not duly qualified, he shall bring the train to a stop and send a message to the Station
Master of the nearest station to make arrangements for a Loco Pilot to take over the train, and for
so doing he may take the assistance of the Guard.

S.R.4.20 (i) (a) Diesel shunting engines working at stations/ yards will have only Loco Pilots
(Shunting) without Assistant Loco Pilots.

(b) The Loco Pilot or other authorized person can move engines in loco yards without a
Assistant Loco Pilot.
(c) Where no Loco Pilots (Shunting) are employed, Assistant Loco Pilots in the absence of
Loco Pilots, may be allowed to move engines in loco yards, provided they hold a certificate, signed
by the competent authority declaring them fit to perform this duty.
(d) Loco Pilots (Shunting) who hold the necessary certificate may be allowed to perform
shunting inside station limits. Loco Pilots (Shunting) who hold certificates of competency as Loco
Pilots may be allowed to work trains outside station limits. (C. Memo 3 dated 19.05.06)
(e) No Assistant Loco Pilot shall be permitted to act for a Loco Pilot (Shunting), unless he
holds the certificate vide S.R.4.20 (i) (c).

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S.R.4.20(ii)(a) On single cab Diesel locomotives, the Loco Pilots during train working as
well as shunting should work from the respective control stand towards the direction of train
movement.
(b)On dual cab Diesel locomotives, the Loco Pilots during train working as well as
shunting should work from the leading cab only.
(Correction Memo No.2/2015 to GRS dated 30.06.2015)

4.21 Driving an electric train. –

(1) In the case of electric trains, the Loco Pilot shall be in the leading driving
compartment when the train is in motion or when the train is standing on any running line except as
otherwise prescribed in these rules.

(2)(a) In the case of a single or multiple unit train, if the driving apparatus in the
leading driving compartment becomes defective, the train shall be driven cautiously from nearest
driving compartment which is serviceable; in this event, the Guard shall travel in the leading driving
compartment and shall convey the necessary signals to the Loco Pilot, the Guard shall also sound
the horn or whistle as necessary and apply the brake in case of emergency and shall be responsible
for stopping the train correctly at signals, stations and obstructions

(b) In the case of an electric engine, if the leading driving compartment becomes
defective, the train shall be driven from the trailing driving compartment by the Assistant Loco
Pilot if he is duly qualified to drive and the Loco Pilot shall remain in the leading driving
compartment, and shall be responsible for the correct operation of the train.

S.R.4.21 (i) The rule GR 4.21 (1) and (2) (b) are applicable in case of diesel engine having twin
cabs also. (Correction Memo No.2/2015 to GRS dated 30.06.2015)

S.R.4.21 (ii) When setting back from one line to another or into a siding, the Loco Pilot need
not change ends but when shunting on to another train or upto a buffer-stop, he shall always be in
the leading driving compartment and driving forward.
S.R.4.21 (iii) In cases where the leading cab of an electric/diesel locomotive or electric
multiple unit has become defective, the maximum speed shall be 40 kilometres an hour for electric/
diesel locomotives, 30 kilometres an hour for Electric Multiple Unit stock except in cases where the
brake equipment is inoperative from the leading driving cab in which contingency, the maximum speed
shall not exceed 15 kilometers an hour.

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4.22. Riding on engine or tender. –

(1) No person other than the engine crew shall be authorized to ride on the engine or tender of a
steam locomotive, except in accordance with special instructions.

(2) Except as may be permitted by special instruction, no person other than engine crew shall be
authorized to enter any driving compartment of a single or multiple unit train or a train propelled by
electric, diesel or petrol engine.

(3) No unauthorized person shall manipulate any apparatus contained therein.

S.R.4.22 (i) The following persons may travel on the engine or tender or cab of Electric
Multiple unit train, under the conditions stipulated for each: -

(a) Staff who are specially authorized by the other rules in this book or by instructions
specially issued by the Divisional Railway Manager.

(b) Loco Pilots learning road under the authority.

(c) Traffic staff carrying out shunting operations.

(d) Officer on duty.

(e) Inspecting officials on duty authorized by a special pass or permit

(f) Fitters and Chargemen of the workshop on a trail engine provided authority is given by
the Chief Mechanical Engineer/Chief Workshop Engineer/Workshop Manager for diesel
or steam Locos and by the Chief Electrical Engineer/Chief Electrical Loco Engineer/
Chief Electrical General Engineer/Senior Divisional Elec. Engineer for electric Locos
provided that the total number of such officials in the locomotive is restricted to four
excluding the engine crew.
(g) On Electric Multiple Unit stock, only two persons other than the Motorman or the Guard
are authorised to travel in the cab with special permits issued by the competent
authority.

Note: - 1.Except where otherwise provided specifically, not more than two persons
other than the engine crew shall be allowed to travel on the Engine/Tender/cab

2. On no account shall a man‟s head project above the engine/cab roof while the engine
is in motion. It is strictly prohibited for any one to mount on tenders of engines on electrified
sections.
S.R.4.22(ii) A Loco Pilot who is off duty is not permitted to enter or travel in any of
the driving compartments or to use his reversing handle under any circumstances.
4.23. Brake-Vans. –
(1) No train shall be allowed to enter a block section, unless one or more brake-vans or hand
braked vehicles are attached to it, except in emergency or as provided for under special instructions.
(2) This rule does not apply to rail cars, light engine or Light engines coupled together.

Note: - Tower Wagons are exempted from the provision of rule 4.23(1)
S.R.4.23(i) No person, except officers of the railway, or persons holding brake-van passes
or person specially permitted to do so, shall be allowed to travel in the brake-van. Railway Police
officials may, in cases of emergency, be permitted to travel in the brake-van of goods trains.
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(ii) (a) In an emergency, goods trains can be worked without brake van under the specific sanction
of the Divisional Railway Manager in each case.

(b) incase of an accident, a train can be worked to the nearest block station without brake
van, where the train can be berthed without hindering the crossing or precedence of other trains
under the orders of DRM.

(C) Running of goods trains without brake van is permitted provided the following safety
precautions are taken: -

(1) The train shall be fully vacuum / air braked and certified so by the JE/SE C&W or when JE/SE
C&W is not available at the station, the LP and Gd shall ensure that brake pipes are connected from
engine to the last vehicle and required vacuum / air pressure is created and ensure adequate brake
power before starting.

(2) The Guard shall travel in the engine.

(3) The painted number of the last vehicle shall be intimated to the Controller by the SM on duty
of the train starting station. The Controller shall ensure that gets the painted number of the last
vehicle from the SM before giving permission to start the train.

(4) Each SM on duty on the entire section shall intimate the painted number of the last vehicle to
the SM onduty ahead, while applying for line clear for the train and get acknowledgement, entering
the same in the Train Signal Register.

(5) Tail Board / Tail Lamp shall be provided on the last vehicle and the train shall run at prescribed
speed subject to other speed restrictions in force

(6) The Guard and LP shall keep a sharp look out during run.

(7) When the trains stops at a station for precedence / other purpose, the SM on duty shall verify
the painted number of the last vehicle and communicate the same to the Controller in confirmation of
his verification. The Controller on duty at each stoppage from the SM the number on LV of the train.
( C.M No.04/2019 dated 18.11.2019 )

4.24. Position of brake-van on train-

Unless it be otherwise directed by special instructions, one brake-van shall be attached to the
rear of the train, provided that reserved carriages or other vehicles may, under special instructions, be
placed in rear of such brake-van.

S.R.4.24.(i) In the case of Mail, Express and Passenger trains worked with vacuum throughout not more
than two bogies or their equivalent may be attached in rear of the rear brake-van subject to the
condition that the vehicles are fitted with vacuum brake in good working order.

An Officer‛s carriage (bogie or four-wheeler), if fitted with hand brake in good working order, may also
be attached in addition to two bogies or their equivalent as the last vehicle in rear of the brake-van of the Mail,
Express and Passenger trains worked with vacuum /air brake throughout.

S.R.4.24.(ii) In the case of Mixed and Goods trains worked with vacuum/ air brake throughout,
nor more that two bogies or their equivalent ( 4 four wheelers) may be attached in rear brake-van,
subject to the condition that the vehicles or wagons are fitted with vacuum/ air brake in good working
order.

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Chapter - IV WORKING OF TRAINS GENERALLY

S.R.4.24(iii) One damaged vehicle, certified fit to run in the damaged condition by Train
Examiner and accompanied by a competent railway servant not below the rank of a Carriage and Wagon
Fitter shall, under special instructions, be attached in rear of the rearmost brake-van of a goods train,
during day light hour only. Such stock shall be detached at a station where the time is 18.00 hours and
the certificate handed over to the Station Master. This procedure is not permissible on Shencottah –
Punalur section where the damaged vehicle shall be conveyed by loading them on suitable trucks.(C.Memo
No. 01/2014 dated 14.07.2014)

S.R.4.24 (iv) When vehicles are attached behind the rear brake-van of a train in terms of S.R.
4.24 (i) to (iii): -

(a) If the rearmost vehicle is provided with side lamps or brackets therefor, the side
lamps shall be lighted on this vehicle, the side lamps of the brake-van being extinguished.

(b) If there is no provision for side lamps on the rearmost vehicle, the side lamps, if any, on
the nearest vehicle thereto shall be lighted, the side lamps of the brake-van being extinguished.

(c) If there is no provision for side lamps on any of the vehicles attached in rear of the
rear brake-van, the side lamps of the brake-van shall be used.
(d) In the case of clauses (b) and (c) of S. R. 4.24 (iv), the Guard shall specially look back
frequently on the run and satisfy himself that all the vehicles attached in rear of the brake-van are
following safely

S.R.4.24 (v) When an Inspection or Officer‛s carriage is attached in rear of a mixed or

good train in terms of S. R. 4.24 (ii), the carriage so attached shall be provided with side and tail
lamps and the Guard shall see, at night or in thick, foggy or tempestuous weather, impairing visibility,
that the side and tail lamps of the brake-van are extinguished and those on the last carriage are
lighted.

4.25. Guards:-

(1) Except under special instructions or in an emergency, every running train shall be
provided with one or more Guards.

(2) The Guard of a running train shall travel in his brake-van, except-
(a) in an emergency, or.

(b) Under special instructions.

(3) When a train is worked without a Guard, such of his duties as can be performed by
the Loco Pilot shall devolve on him as may be specified by special instructions.

S.R.4.25 Running of Goods trains without Guard at Normal speed ( subject to other speed restrictions
in force.)
(i) Running of passenger carrying trains without Guard should not be permitted.
(ii) Running of Goods trains without Guard should be avoided as far as possible. However in exceptional
circumstances, only goods trains may be run without Guard with the specific orders of Sr.DOM and a
record of such orders shall be maintained in the respective Control office in a separate register.
(iii) Running of Goods trains without Guard should not be permitted if the last vehicle is not a brake van.
(iv) Incase a goods train runs without Guard, such of the duties of the Guard as can be performed by the
Loco Pilot,shall devolve on the Loco Pilot and Assitant Loco Pilot.

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Chapter - IV WORKING OF TRAINS GENERALLY

The following precautions should be taken in all such cases: -

1) It should be ensured that the train is provided with continuous vacuum / air pressure from the
engine to the last vehicle which may be a brake van. If no Guard is provided either at an intermediate
point or at the crew changing station, the Loco Pilot on being informed by the Station Master, shall
examine the brake power of the train and ensure that the rear most four pistons are in proper working
order. Before signing the BPC, the Loco Pilot shall ensure that the required amount of vacuum / air
pressure is provided in the brake van. Vacuum / air gauge shall be provided by the originating station.

2)The duties of the Guard as laid down in the rules 4.34 (when taking over charge of a train), 4.35
(starting of trains), 4.36 (train held up at FSS), 6.03 (protection of trains stopped between stations)
6.06 (train in a block section without authority to proceed) 6.08 (train parting) and 6.09 (train dividing)
shall devolve on Loco Pilot.

3)The Loco Pilot shall be issued with caution order at the starting station specifying the non-
provision of the guard for his and requiring him to carry out the duties of a Guard. SCOR shall also be
advised of the fact under exchange of private numbers who shall inform the stations en-route. The
Station Msater on getting the train number, will inform the end cabins where provided and gatemen of
all the LC gates enroute under exchange of private numbers.

4) LV board and tail lamp must be made available to the Loco Pilot and it shall invariably be fixed
to the last vehicle by the Loco Pilot and the completeness of the train and clearance of the fouling
mark at stations shall be ensured as per extant rules, wherever the train stops for crossing or
precedence.

5) The Station Master of the block station controlling the IBS, on becoming aware that the train
is running without Guard, shall not despatch a train in rear of this train upto IBS unless the goods
trains without Guard reaches the station ahead.

6) When the train stops at a station for crossing or other purpose, the Station Master on duty
shall verify the painted number of the last vehicle and ensure the train has arrived complete and is
standing clear of the fouling mark.

7) During tempestuous weather, total interruption of communication and single line working on
double line section running of trains without Guard is strictly prohibited.

8) Extra detonators should be carried by the Loco Pilot who shall be responsible for the
protection of the train.

9) When such a train is stopped between stations on account of accident, failure, obstruction, or
other exceptional cause and the Loco Pilot finds that the train cannot proceed further, he shall
immediately protect the train as per G&SR 6.03. While going for protection, care shall be taken that
loco is not deserted if it is on rails.

10) When a train running without Guard encounters vacuum / air pressure trouble enroute, the
following steps are required to be taken by the Loco Pilot and Assistant Loco Pilot : -

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a) The Assistant Loco Pilot should check the complete train for any leakage,hose pipe
disconnections etc., and attend to it. The help of C&W staff or Points Man shall be taken when
the vacuum/air pressure trouble occurs within station limits. The Assistant Loco Pilot shall keep a
continuous look out which run through a station, to the rear and shall observe any danger signal
shown by the station staff.

b) The Assistant Loco Pilot should also ensure that all the cut-off angle cocks of air
braked wagons are in open condition except the rear angle cock of rear most vehicle and the front
angle cock of the train engine.

c) The Assistant Loco Pilot should ensure the vacuum/air pressure continuity by operating
the brake van valve/cut-off angle cock of the last vehicle.

d) The Loco Pilot should regulate the speed of the train depending on the brake feel test
consucted by him in the first block section.

( C.M.No.04/2019 dated 18.11.2019)

4.26. Couplings::-No Vehicle that is not fitted with a coupling or couplings of approved pattern
shall be attached to any train.

D. Vehicles and Cranes

4.27. Cranes:-

(1) No traveling crane shall be attached to a train until it has been certified by a duly authorised
person that it is in proper running order, and with a dummy truck for the jib, if necessary.

(2) When a crane is to work on any line provided with electric traction or any line adjacent to it,
the procedure and precautions as laid down under special instructions shall also be followed.

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S.R.4.27 (i) The duly authorised person is the parent depot official when the crane is moved out
from the depot, or the Crane Supervisor for the return trip from the work spot.

S.R.4.27 (ii)(a) When attached to Goods trains and mixed trains with the passenger coaches
marshalled next to the engine, crane shall be attached next in front of the Guard‛s brake-van. When
attached to Mixed trains with goods wagons marshalled next to the engine, the crane shall be marshalled
immediately in rear of the goods vehicles and in front of the passenger vehicles on the train. In the
above cases, the crane shall be so attached as to have its jib trailing and the speed of the train shall not
exceed 50 Kmph on the B.G. and 40 Kmph on the MG.

(b) when proceeding for emergency relief operation to the accident site, the crane, with the jib
leading, shall be attached next to the engine except when proceeding over sections having bridges where
marshalling restrictions have been imposed by the engineering branch, in which case the formation of the
break-down special is to be arranged at the home depot so as to conform to the restrictions.

S.R.4.27 (iii) The Crane Supervisor shall, before starting to work a crane within station limits,
give a written requisition to the Station Master, specifying the line on which the crane is to work and
obtain from him a written permission authorizing him to commence operations. The Crane Supervisor
shall before, actually commencing the operation, not only be in possession of written permission, but
also satisfy himself that arrangements have been made for the protection of any adjacent line which
may be fouled by any part of the crane while in operation. The Station Master shall protect the crane.
Crane working shall be stopped before any train is authorised to move on the adjacent line.

S.R.4.27 (iv) No crane shall be worked near traction overhead equipment unless such equipment
is made dead and earthed and the official in-charge of the crane is in possession of Form ETR.3 and an
authorised representative of the overhead equipment department is present.

4.28. Loading of Vehicles. –

(1) No wagon or truck shall be so loaded as to exceed the maximum gross load on the axle
fixed under sub-section (1) of section 72 of the Act, or such varied carrying capacity if any, as may have
been prescribed by the Railway Administration under sub-section (4) of the said section.

(2) Except under approved special instructions, no vehicle shall be so loaded as to

exceed the maximum moving dimensions prescribed from time-to-time by the Railway Board.

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(3) When a load in a truck projects to an unsafe extent beyond the end of a truck, an
additional truck shall be attached to act as a dummy.

(4) The Guard shall, unless this duty is by special instructions imposed on some other
railway servant, carefully examine the load of any open truck which may be attached to the train, and
if any such load has shifted or requires adjustment, shall have the load made secure or the truck
removed from the train.

S.R.4.28 (i) The maximum moving dimensions are: -

Broad gauge Metre gauge Narrow gauge

Description
Metre Metre Metre
Height over all from level of
4.265 3.430 3.200
rails at the centre
Height over all from level
3.735 3.200 2.890
of rails at sides
Maximum width 3.250 2.740 2.290
From 1.170 m From 0.863m above rail
above rail level level

The following are the prescribed clearances from contact wire for the passage of Over Dimensional
Consignments through electrified sections at 25 KV. AC and the special restrictions required: -

(i) Special speed restriction is not required when the gross clearance is more than 250mm.

(ii) Speed must be restricted to 15 kmph when the gross clearance is between 250 mm and
200 mm (ODCs would not be stopped under critical locations (l.e) where clearance is between
250mm and 200 mm).
(iii) Speed must be restricted to 15 kmph and overhead power must be switched off, when
the gross clearance is less than 200 mm. No consignment with less than 100 mm gross clearance
from the overhead contact wire will be permitted in a 25 kV. Electrified section.
( C.Memo No.3/2021 dated 25.08.2021 )

S.R 4.28 (ii) At stations where Load Gauge have been erected. Station Masters shall personally see that
all open wagons loaded with bulky articles are passed under the Load Gauges to test if the load in each
case is within the maximum standard dimensions and if the load is excessive, it shall be reduced.

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(iii) No vehicle loaded beyond the Standard Moving Dimensions, shall be despatched from a
station without the permission of the Divisional Railway Manager who shall before granting such
permission, refer the matter to the Chief Operations Manager.

Loads infringing Standard Moving dimensions (I.S.M.D.) shall be moved by through trains and not
by Shunting trains or Work trains. Shunting of trains with loads Infringing Standard Moving Dimensions
(I.S.M.D.) shall be avoided as far as possible. The wagon containing the load shall be attached next to the
engine. A train Examiner shall invariably accompany the load on the engine and also a Traffic Inspector or
a Special Guard, if considered necessary. Specific sanction shall be obtained for movement of the load
from the loading point right upto the destination. The consignment shall not leave the "loading‟ point or
"Inter-change‟ point without first being examined by a responsible official not below the rank of a Head
Train Examiner. The train/trains by which the load should be moved shall be nominated by the Control
office. The consignment should be routed strictly by the authorised route. At station where Train
Examiners are employed, loads Infringing Standard Moving Dimensions (I.S.M.D.) shall be specifically
examined and certified before despatch. A Permanent Way Inspector shall accompany the load in case
the clearance of the load from fixed structures is less than 15 cms. On his section. Guard and Loco Pilot
shall be clearly notified of all the conditions for the carriage of the load. The Guard before starting the
train should contact the Controller on duty and inform him about the loads Infringing Standard Moving
Dimensions being on train giving the number, position of the wagon and details of Train Examining staff
accompanying the train.

A representative of the Traction Department shall accompany all loads infringing

Standard Moving Dimensions (I.S.M.D.) having clearance as specified in items (ii) and (iii) of S.R.4.28 (i),
to supervise safe movement of the loads Infringing Standard Moving Dimensions (I.S.M.D.) at locations
where clearance from the contact wire is critical.
A representative of the Traction Department should also accompany loads Infringing
Standard Moving Dimensions (I.S.M.D.) having width more than 1981 mm. For Broad Gauge and 1910
mm. for Metre gauge from centre line of track.

S. R. 4.28 (iv) The height of standards used as supports in open trucks loaded with
bamboos, firewood, etc., shall not exceed the following heights: -

Broad Gauge – 1.980 Meters

Metre Gauge – 1.830 Meters From the floor of the wagon
Narrow Gauge – 1.830 Meters

The load of the wagon at the centre shall not exceed the height of the standards.

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S.R.4.28 (v) When the load in a truck on the Metre Gauge or Narrow Gauge, projects more
than 45.7 centimeters beyond the truck and on the Board Gauge projects beyond the buffer
castings, dummy trucks shall be used.

4.29. Damaged or defective vehicles. -

(1) No vehicle which has been derailed shall run between stations, until it has been examined
had passed by a competent Train Examiner;
Provided that, in case of a derailment between stations, the Loco Pilot may, if the vehicle has been
rerailed and if he considers it safe to do so, take such vehicle to the next station at a slow speed.

(2) If a Guard or Station Master has reason to apprehend danger from the condition of any vehicle
on a train before it can be inspected by a Train Examiner, the Loco Pilot shall be consulted, and if he so
requires, the vehicles shall be detached from the train.
S.R.4.29 (i) In the event of any vehicle derailing, or meeting with an accident, no repairs,
except those absolutely necessary, shall be carried out. No such vehicle shall be worked away from
the station at which the accident took place or to which it has been brought for stabling from the
accident spot except with the permission of the Divisional Railway Manager. The vehicle, before
being moved with the permission of the Divisional Railway Manager, shall be examined and certified
by the Train Examiner as fit to run.
S.R.4.29 (ii) When a vehicle has been detached from a train due to defect or damage, the
nearest Train Examiner shall be advised by telegraph. This vehicle shall be stabled and secured
separately. Unnecessary shunting with or against this vehicle shall be avoided. The vehicle shall not
be accepted again for traffic use or worked away from the station until certified for the purpose
by the Train Examiner.
S.R.4.29(iii) A hot axle is observed on a train formation is indicative of an impending
derailment and is therefore, to be treated as an accident situation.
The means of identification of hot axle have been separately advised to all staff
concerned, through circulars, folders and other technical literature. The following action is to be
adopted by station staff whenever a hot axle is detected on a running train.

1. On single Line Sections.

a. At stations where signals are operated through centralized operation, the Station
Master shall put back the despatch signal by putting back the Station Master’s slides/signal knob.

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b. In case a hot axle is detected after the loco of the train has already passed the
despatch signal, the Station Master will immediately attract the attention of the Guard by waving
the red flag by day and red light by night in a wide arc left to right across the chest. Such waving of
hand danger signal across the chest by all Railway staff on duty shall be a clear indication to the
Crew and Guard of the train that danger exists not on the permanent way but on the train itself.
c. The Station Master shall advise the Gateman, if any, in the block section ahead to stop
the train by waving the red flag by day and red light by night in a wide arc left to right across the
chest. (C.Memo No.03/2015 dated 01.07.2015)

2. On Double Line Sections.

The station Master will follow the same sequence for the stoppage of the train
formation on which a hot axle has been detected.
In addition, the Station Master shall not give line clear to a train coming from the
direction in which the train having the hot axle has gone into.
In case a train from the opposite direction has already entered the block section, the
gateman, if any on the block section, would be advised to stop such a train coming from the
opposite direction and advise the Loco Pilot of the situation.
The Loco Pilot of the train coming from the opposite direction, after being so advised,
shall proceed cautiously at a speed governed by feasibility, proximity of the other line, any
topographical constraints, in such a manner that he can always stop short of an obstruction
caused by the derailment of the train on which a hot axle was detected.
3. On Electrified Sections.
On Electrified sections the Station Master will also advise the Traction Power
Controller and Traffic Controller simultaneously of a train formation having a hot axle not having
been detected and when it is considered operationally safe, the traction power supply will be
immediately switched off.
If the train can not be stopped by any means as mentioned above, then the Station
Master in advance should be advised to stop and examine the train duly using the prescribed
emergency signal bell code six pause–one (000000-0). The Section Controller, Traction
Power Controller also should be advised accordingly.
After stoppage the Train examining staff or Guard and Loco Pilot should be advised to
examine the train. In case it is decided by the Train Examining staff, or by the Loco Pilot that
the Wagon or vehicle has to be detached for attention, the wagon or vehicle shall be detached
accordingly.

E. Precautions before starting Train

4.30. Loco Pilot and Guard to examine notices before starting:-

Every Loco Pilot and Guard before starting with a train shall examine the notices issued for their
guidance, and ascertain there from whether there is anything requiring their special attention on that section
of the railway over which they have to work.

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4.31. Examination of trains before starting:-

When a train is examined by a Train Examiner at a station, the Station Master shall not
give permission to start the train until he has received a report from such Examiner to the effect
that the train is fit to proceed and has the prescribed brake power.

Note: The report mentioned under GR 4.31 shall be in Form T/431.

S.R.4.31 (i)(a) At all train starting stations as well as at all train examining stations en
route the Train Examiner on duty shall after examining a train, sign in the column provided in the
Combined Train Report that the train is fit to proceed and also issue “Train fit to proceed”
certificate, to the Station Master on duty.
(b) If a Train Examiner issues a “Sick Memo” to the Station Master and place the “Damaged,
not to go” label on both sides of the vehicle, such vehicle shall not be accepted again for use until the
Train Examiner issues the “fit Memo” to the Station Master and removes the labels.
(c) When a vehicle has been detached from a train due to defect or damage, the nearest Train
Examiner shall be advised. Such vehicle shall not be accepted again for use until the Train Examiner
issues a “Fit Memo” to the Station Master.
SR.4.31(ii) While examining any formation, in order to afford the necessary protection to the
Train Examining staff, a large red flag or a board painted red and inscribed with the word “Stop” in
white will be exhibited by them at both ends of trains during day light; between sunset and sunrise, the
flags or “Stop” boards shall be replaced by red lamps. No train shall be moved while these flags, boards
or lamps are being displayed.

4.32 Examination of train by Loco Pilot:-

The Loco Pilot shall, before the commencement of the journey and after performing any
shunting enroute, ensure-
(a) that his engine is in proper working order,
(b) that the coupling between the engine and the train is properly secured, and
(c) that the head light and marker lights are prescribed in sub-rule (1) of Rule 4.14 are in
good order, and these are kept burning brightly, when required.
SR 4.32 (i) An engine crew shall couple and uncouple the locomotive at the train originating
station, at any intermediate point of operational stabling or engine change or attaching/detaching
of an additional dead / live loco and at station/yard where loco is required to be finally detached
from the train for change of traction, marshalling convenience or any other operational purposes
including detaching of additional dead/live locos.

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The term coupling/uncoupling connotes activities pertaining to stipulated procedures related

to safe and correct attaching / detaching of train loco or any other live or dead loco to / from the
train and includes connection / disconnection / reconnection of relevant hose pipes/air pressure
pipes.
When the train originates in coaching yard or goods yard, the engine crew shall be assisted
by traffic shunting staff if normally deployed at that station/yard.
(C.Memo No.4/2008 dated 02.09.08)

4.33. Examination of single and multiple units by Loco Pilot:-

When coupling single or multiple units or coaches of any such units together, the Loco Pilot
shall be responsible for observing that all electrical couplings are properly made. After all couplings
have been made, the Loco Pilot while taking over the complete train shall satisfy himself that the control
and power apparatus and brakes of the complete train are in proper and prescribed working order.
S.R.4.33(i)(a) The Station staff shall couple and uncouple units and Loco Pilot shall be
responsible for seeing that the Electrical/Mechanical connections are properly made.
(b) The Loco Pilot shall be responsible for seeing that jumpers and hose pipes are replaced and
properly secured in their dummy receptacles after uncoupling.

4.34. Duties of Guard when taking over charge of a train:-

The Guard when taking over charge of a train shall satisfy himself, before the train
despatched-
(a) that the train is properly coupled
(b) that the train is provided with the prescribed brake power,
(c) that the train carries tail board or tail lamp and side lamps and that such lamps are
lighted and kept burning brightly, when required,
(d) that the appliance, if any, for communication between the Guard and the Loco Pilot, is in
proper working order, and
(e) generally that, as far as he can ascertain, the train is in a state of efficiency for
travelling.

Note. - Rules regarding the brake power to be provided on trains have been issued
separately as Brake Power Rules. These rules shall be observed while working trains.
S.R. 4.34(i) The Guard shall ensure that the conditions laid down in Rule 4.34 are complied
with even at stations enroute whenever the composition of the train is altered or any other reason
warrants such check.

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When taking over charge of a train and before signing the train examiner‛s Brake Power Certificate,
the Guard of a train shall ensure that the train examiner has signed in the brake power certificate form that

(i) The doors of all carriage and wagons are in proper working order and can be closed and
fastened.

(ii) Vestibules connections are properly secured, that doors, when necessary, are locked and
bolted.

S.R.4.34 (ii) The Loco Pilot shall advise the nearest Train Examiner by telephone, particulars of any
defect or failure noticed in the working of the vacuum/air brake, giving the number of the train, engine and
vehicle or wagon on which the failure has occurred, with copy to the Train Examiner at the destination station
of the train and the Power Controller (Mechanical). The Guard shall make a remark in the Combined Train
Report, which shall be countersigned by the Loco Pilot.

S.R 4.34 (iii)The following conditions are to be fulfilled for attaching of goods stock in passenger trains.

(a) Goods stock may be attached to run on passenger trains (except Mail and important Express
trains) with strict adherence of marshalling orders of mixed trains after duly certified fit to run on passenger
trains by the train examiner staff.

(b) The maximum speed of such trains should not exceed 75 Kmph on Broad Gauge and 50/40 Kmph
on Metre Gauge (refer. S.R.4.08 (1)). The Caution Order must be issued to the Loco Pilot instructing him not to
exceed the above speed limits.

(c) Goods stock must be attached next to the Engine unless the contents are live stock,
explosives, dangerous or inflammable goods in which case these should be attached in the rear.

(d) On Metre gauge section where the gradients are 1 in 100 or steeper, the mixed trains should
be marshaled with the coaching vehicles next to the engine and goods vehicles attached in the rear of
coaching vehicles.
(e) Vacuum piped vehicles must not be attached behind the rear brake van of a fully
Vacuumed train. They may, however, be attached inside the rear brake van provided interference to electric
connection is not caused.
(f) Train examiners at all coaching and goods maintenance and "fit to run" stations shall
examine all goods stock attached to Passenger trains, even though the train to which they are attached if not
ordinarily examined at that station. At these stations, this examination will be limited to the goods stock only
and will be confined to a safe to run examination.

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(g) On such sections where no C&W staff is provided on the terminal station; the C&W
staff at originating station of mixed train will give the certificate for both outward and inward journey
of the wagons whether loaded or empty indicating the terminal stations.

Note. - A four-wheeled coaching vehicle or goods wagon with vacuum brake may
be attached to a passenger train either in front (next to the engine) or in rear of the train.
However, when the engine has a bogie tender, at least two four- wheelers shall be attached
between the tender and the first bogie vehicle or wagon. In the case of an engine with six-
wheeled tender, this restriction does not apply.

S.R.4.34 (iv) Four-wheeler vehicles or wagons with a rigid wheel base of 3 metres or less
shall not, under any circumstances, be attached to passenger trains. When such wagons or vehicles
are to be attached to mixed or goods trains, the maximum speed of such trains shall not
exceed 40 kilometres an hour.

S.R.4.34(v) a single unit wagon/vehicle shall not be attached between two bogie
wagons/vehicles.

Note. - This restriction does not apply to attaching of steam, diesel or

electric locomotives in rear of Brake Van of Goods trains for banking purposes.

4.35. Starting of trains. -

4.35. Starting of trains: - (1) A Loco Pilot shall not start his train from a station without the
authority to proceed. Before starting the train, he shall satisfy himself that all correct fixed signals and,
where necessary, hand signals are given and the line before him, is clear of visible obstructions and the
Guard has given the signal to start. Guard shall see, before giving the starting signal, that all is right for
the train to proceed.

(2) The Station Master and Guard may be assigned any role or duty to ensure the safety in the manner
as specified by special instructions.

(3) The Guard shall not give the signal for starting unless he has satisfied himself that, except in
accordance with special instructions, no person is travelling in any compartment of vehicle or roof of the
vehicle not intended for the use of passengers.

(4) In case of any travelling in contradiction to Sub-rule (3), the Guard, Loco Pilot or Assistant Loco
Pilot shall take help, if necessary, from Government Railway Police,Railway Protection Force and
Station Staff to remove the unauthorized person from the compartment of vehicle or roof of the vehicle”.

(Ref:-ED/Safety -II /Railway Board’s letter No. 2020/Safety (A&R)/19/17 dated 14.03.22)
(C.M.No.02/2022 dated 12.05.2022)

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S.R.4.35 (i) At stations at which trains have a long halt the departure warning bell shall be rung
five minutes before any train carrying passengers is due to start.

S.R.4.35 (ii) At all stations, before despatching a train, the Station Master shall ensure that all
the works in connection with the train is completed. In case of trains carrying mail, the Station Master
shall also ensure that the mail work is over. At stations with refreshment rooms, passengers should be
warned by means of the warning bell before getting a train despatched.
(C.M.No.02/2022 dated 12.05.2022)

S.R.4.35 (iii) The Guard, after ensuring that the train is ready to start, shall give the
permission by blowing his whistle and exhibiting starting signal to the Loco Pilot, by day, a green
flag and, by night, a green light waved from side to side overhead.

The starting signal shall also be given by the Guard when a train has to be re-started after stopping
outside station limits, for any reason. It shall be given at stations normally on the platform side.
However, at stations where it cannot be seen by the Loco Pilot due to curve, overhead structure
etc., it shall be given on the side where it can be seen well.

(C.M.No.02/2022 dated 12.05.2022)

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S.R 4.35(iv)Walkie –Talkie sets should not be used as an alternative to or replace physical
exchange of signals. However in case of full length trains ,Walkie Talkie sets may be used for
exchange of signals between Loco Pilot and Guard when it is not possible to exchange signals
physically due to curvature or other obstructions and the conditions for exchange of the starting
signal have been fulfilled.In such a case ,the Loco Pilot and Guard while using the Walkie Talkie shall
clearly mention their identity along with the train number while communicating and also confirm
the identity of the speaker at the other end.

4.36 Guard to be in charge of train. -

After the engine has been attached to a train, and during the journey, the Guard or (if there
be more than one Guard) the Head Guard shall be in-charge of the train in all matters affecting
stopping or movement of the train for traffic purposes. In the case of any self-propelled vehicle,
such as a motor coach without a trailer and unaccompanied by the Guard, the duties of a Guard
shall devolve on the Loco Pilot.

S.R.4.36 (i) If there is more than one Guard in the train, the Senior Guard shall be in-change
of the train

(ii) Guards shall report to the Station Master of the next station, any stoppage or the
irregularities in train working caused by defects in works under the Engineering Branch, such as
defective tracks, crossings, points, gates not opened, etc., and the Station Master shall telephone
the report at once to the Divisional Operations Manager, the Divisional Engineer, Assistant
Engineer and Permanent Way Inspector.

4.37. Subordination of Guards in station limits. –

When a train is within Station limits, the Guard shall be under the orders of the
Station Master.

4.38. Assistant Loco Pilots to obey Loco Pilots. –

The Assistant Loco Pilots shall obey the lawful orders of their Loco Pilots in
all particulars.

4.39. Loco Pilot to obey certain orders. -

After an engine has been attached to a train and during the journey, the Loco Pilot
shall obey-

(a) the orders of the Guard, in all matters affecting the starting, stopping or
movement of the train for traffic purposes, and

(b) all orders given to him by the Station Master or any railway servant acting under
special instructions, so far as the safe and proper working of his engine will admit.

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S.R.4.39 (i) From the time an engine enters the traffic yard till it leaves the traffic yard,
the Loco Pilots are under the orders of the Station Master.

F. Duties of Staff Working Trains during Journey

4.40. Loco Pilot and Assistant Loco Pilot to keep a good look-out –
Every Loco Pilot shall keep a good look - out while the train is in motion, and
every Assistant Loco Pilot shall also do so when he is not necessarily otherwise engaged.

4.41. Loco Pilot and Assistant Loco Pilot to look back –

The Loco Pilot and the Assistant Loco Pilot shall look back frequently during the
journey to see whether the train is following in a safe and proper manner.

S.R.4.41 (i) At night, the Loco Pilot and the Assistant Loco Pilot shall frequently look back on
the run and see that the side-lamps of the train are burning. They shall pick up at least one of the
two side lamps burning. If both the side-lamps are suspected to be out, the Loco Pilot shall call the
attention of the Guard by giving two short whistles. If the train is complete but only the side-lamps
are not burning, the Guard shall acknowledge by showing a “proceed” hand signal and Loco Pilot shall
give one long whistle and proceed normally. If the Guard suspects that the train may have parted,
he shall act in accordance with Rule 6.08. If the Loco Pilot does not receive the Guard's proceed
hand signal, he shall suspect that the train may have parted and act in accordance with Rule 6.08.

If the train is complete but only both the side-lamps are not burning, the Guard shall, after
giving the “proceed” hand signal, frequently show a white light, in lieu of the side-light, to the Loco Pilot
until lamp is relit or rectified.

S.R.4.41 (ii) The Loco Pilots/Assistant Loco Pilots after passing permanent way gangs
working on the line or a manned level crossing gate to see whether any danger signal is being
exhibited by them as a warning of a danger/unusual thing on the train and to take necessary action.

4.42. Exchange of signals between Loco Pilot, Guard and Station Staff:-

(1) The Loco Pilot and the Guard of a train shall exchange signals with each other, at
such times and in such manner as maybe prescribed by special instructions.

(2) The Loco Pilot and the Guard of a train shall, while running through a station,
look-out for and, except under special instructions, acknowledge the "all-right‟ signals which
the Station Master and such other staff at the station as may be specified by special
instructions shall give if the train is proceeding in a safe and proper manner. If the train is not
proceeding in a safe and proper manner, the Station Master or the other staff shall exhibit a
Stop hand signal, on receipt of which the Guard and the Loco Pilot shall take immediate steps
to stop the train.
Note. – See Rule 2.11 Provision.

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S.R.4.42(i) The “All Right” signal is given by holding out the green flag horizontally by day
and by waving a green light horizontally by night.

(a) The “All Right” signal shall be exchanged between the station staff and the train crew on
both sides of a train.

(b) Cabins in large yards, where frequent shunting is performed, shall not exhibit any flag or
light to trains running through when there is nothing wrong with the train. Should, however, they find
any thing wrong with the train, they must display danger signal to Loco Pilot and the Guard of the train.
While running through station, the Guard must appear at the door or on the verandah of the brake van
and watch for such signals.

Note. – Cabins in large yards referred to in S.R.4.42 (i) (b) above which are not required to
exchange “All Right” signal with the train crew shall be mentioned in the Station working Rules of
the concerned station. This shall be advised to all stations/Depots where Loco Pilots and Guards
are Headquartered. All other cabins shall exchange “All Right” signals with the train crew of all
stopping and run through trains.

S.R.4.42(ii) (a) When a train is running through a station having no cabin or one central cabin or
both end cabins located on the station house side, the platform duty Station Master and a member of
the station staff shall show "All Right” signal on both sides of the train if all is right for the train to
continue its journey. Otherwise a danger signal shall be shown.

(b) At stations where both the cabins or at least one Cabins are/is located on the opposite side
of the Station house, the platform Duty Station Master shall show "All Right‟ signal on the station
house side and the Cabin Assistant Station Master/Cabinman on the other side of the train if all is right
of the train to continue the journey otherwise a danger signal shall be shown.

(c) At stations where is no Cabin on the off side and where there is only Class IV Staff is
available besides the Station Master on duty at the platform, the Station Master shall deliver the
authority to proceed and then exchange "All Right‟ signal on the station side while the Class IV staff
shall exchange all right signal on the off side.

(d) The Station Master on duty after exchanging All-Right signal with the crew and Guard of
the train shall make an endorsement in the remrks column of the TSR to the effect that he/she has
exchanged All-Right signal for the train. If or any valid reason the SM is not able to exchange All-Right
signal with the Loco Pilot and the Guard of a run through train,he/she shall record the reason in the
TSR.
(e) While running through the Station, the Loco Pilot and Guard shall be on the look out for such
signals, which shall be acknowledged by them by repeating the same. In addition, the Loco Pilot shall also
give a long whistle/horn acknowledgement.

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(f) When a train either stopping or non-stopping has passed a station inclusive of a train halt,
the Loco Pilot and the Guard shall look back and satisfy themselves that no danger signal or other
indication is given by any of the station staff. After doing so they should exchange "All Right‟ signal
after the complete train has passed the platform and before the engine passes the station limits.

(g) If the Station Master on duty fails to exchange All-Right signal with the crew and Guard of
a run through train,the Loco Pilot and Guard of the train shall excercise extra caution to ensure that all
is right for the train to run through and record the same in thier rough journal.

Note. – In the case of class "D‟ stations the "All Right‟ signal must be exchanged
by the Guard and Loco Pilot after the last vehicle has passed the platform.

S.R.4.42 (iii) (a) If the Loco Pilot/Diesel Assistant/Assistant Loco Pilot or Guard fails to
exchange “All Right‟ signal with the Station Master on duty, the Station Master shall verify with
the staff on the off side/Cabin and if it is known that the engine crew and/or the Guard failed to
exchange "All Right" signal with any one of the station staff, the train shall be stopped at the
next block station, treating it as a run away train. The block section in rear shall not be cleared
until it is ascertained that everything is all right and the train may be allowed to proceed further.

Note. – If the Loco Pilot and/or his Diesel Assistant/Assistant Loco Pilot fails
to exchange "All Right signal" at a station in single line token area, action under S.R.4.42
(iii) (a) need not be taken provided exchange of token had been done by the crew properly.
However, the station Master shall report the matter to the Station Master at the requisite
block station who shall issue a warning message to the Loco Pilot of the train about his
failure to exchange "All Right‟ signal, which shall be served through the pouch.

4.42(iii) (b) If the station Master/Staff on Off side/Cabin observes or is informed by the
staff anything unusual during the passage which may affect the Safety of the train (such as Goods
falling off, vehicle on fire, hot axle or anything which is likely to foul or obstruct the Railway line)
he should attract the attention of the crew and Guard to stop the train and examine the same.
When the Station Master has not been able to stop the train, he shall advise the Station Master
in advance to stop and examine the train.

(c) If the Station Master feels that some part of the vehicle or any other article might
have fallen off before the train has arrived at his station, he shall advise the Station Master in
rear also. When such action has been taken similar precautions should be taken for running trains
between his station and the station in advance or in rear. The Station Master at either end of the
block section shall not allow any train on the same line or on the adjacent line (when it is likely to
be obstructed) until safe passage of trains is ensured.

(d) If the Loco Pilot does not receive the "All Right‟ signal from the Guard he shall call
for it by giving two short sharp whistles and even then "All Right" signal is not received he
shall stop the train and ascertain the cause.

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(e) While starting after stopping outside Station limits- Before re-starting the train the Guard and Loco
Pilot shall exchange the "All Ready‟ signal [see S.R.3.54 (i)] the Guard shall then give the usual starting
signal [see S.R.4.35 (iv)] and the Loco Pilot shall acknowledge it by giving one long one short whistle and
start the train. After the train has started, the Guard shall, after satisfying himself that everything is
all right, give the "All Right" signal and the Loco Pilot shall acknowledge it by giving a long whistle and
proceed onwards. If the Loco Pilot does not receive the "All Right" signal he must call for it by giving two
short sharp whistles and if even then the "All Right" signal is not received he must stop the train and
ascertain the cause.

S.R.4.42 (iv) On the run – on the run immediately after the train has passed safe over the
summit of a Ghat, the Guard must give the "All Right‟ signal to the Loco Pilot and the Loco Pilot must look
out for this signal and acknowledge it by giving a long whistle. If the Loco Pilot does not receive the "All
Right" signal he must call for it by giving two short sharps whistles and if even then the "All Right" signal
is not received, he must stop the train and ascertain the cause.
(v) (a) The Guard must, before giving the "All Right‟ signal to the Loco Pilot receive the "All
Right‟ signal from the Assistant Guard in the leading Brake vans (if any). The Assistant Guard must give
the signal only to the Guard and not to the Loco Pilot.

(b) Where a level crossing gate is situated within the station limits, the Gateman
shall take his stand by the side of the track near the level crossing gate on the non-station house
side and watch the safe passage of the train and report abnormalities if any to the
Station Master through phone or by other means at stations where there is no Cabin/Cabins
are situated on the station house side itself and no staff is available to watch the train
from the off side, besides exhibiting appropriate signal to the train crew.

S.R4.42(vi) Walkie –Talkie sets should not be used as an alternative to or replace physical
exchange of signals however in case of full length trains Walkie –Talkie sets may be used for
exchange of signals between Loco pilot and Guard when it is not possible to exchange signals
physically due to curvature tunnels geographical lay outs or other obstructions in circumstances
referred to in S.R4.42(ii)(e) and S.R4.42(iv) for exchange of All Right signal and in S.R4.42(iii)(e)
for exchange of All-Ready signal, starting signal and All Right signal and the conditions for
exchange of the said signals have been fulfilled . In such a case the Loco Pilot and Guard while
using the Walkie-Talkie shall clearly mention their identity along with the train number while
communicating and also confirm the identity of speaker at the other end.

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4.43 Guard to keep a good look-out:-

During the journey including halts at stations, every Guard shall keep a good look-out and
satisfy himself from time-to-time that the tail board and brake-van lamps, are in position and that all
brake-van lamps, where required, are burning brightly, that the train is complete in every respect and is
proceeding in a safe and proper manner.

Note. – The Term “brake-van lamp” includes “tail lamp”

S.R.4.43(i) If any vehicles are attached in rear of his brake-van in terms of Rule 4.24,
the Guard shall ensure that the train is complete with such vehicles, on the run.

S.R.4.43(ii) When passing a manned level crossing, the Guard shall look back to see if any
signal is given by the Gateman to indicate that anything is wrong with the train.

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S.R.4.43(iii) Guards of running trains will be responsible to watch any train passing on
the adjacent line, and to attract the attention of the Guard or the Loco Pilot of the latter train
by exhibiting danger hand signal should any condition be noticed on that train which may endanger
its safety. In case of trains running in opposite directions, as on double line, the Guards of the
two trains will exchange all right signal after having examined each other‟s trains, provided the
trains have been found in order.

4.44. Train held up at First Stop signal:-

(1) When a train has, without an apparent cause, been kept standing at the First Stop
signal for five minutes, the Loco Pilot shall sound the prescribed code of whistle to warn the
Guard, and the Brakesman shall proceed to the cabin or station to warn the Station Master. If
there is no Brakesman, the Loco Pilot shall depute a Assistant Loco Pilot to proceed to the
cabin or station to warn the Station Master. The Brakesman or Assistant Loco Pilot
proceeding to the cabin or station shall show a Stop hand signal towards the station. The Guard
shall, as soon as the train is stopped at the first Stop signal, check up that the tail board or tail
lamp is correctly exhibited and shall maintain a vigilant attitude in rear of the train. After fifteen
minutes or such less than as may be prescribed by special instructions, the Guard shall,
irrespective of whether the cause is apparent or not, proceed to protect the rear of the train in
accordance with instructions laid down in Rule 6.03. If in the meantime the signal is taken "Off‟ or
the Loco Pilot receives the necessary authority to pass the signal in the "On‟ position, he shall
sound the prescribed code of whistle to recall the Guard and exchange hand signal with him
before starting the train.
(2) In the case of a train not accompanied by a Guard, these duties shall devolve on the
Loco Pilot.

S.R.4.44 (i) After stopping his strain at the first Stop signal, the Loco Pilot shall give on long
whistle (continuous) to warn the Station Master. If after the lapse of 5 minutes, the signal is still
at danger without apparent cause the Loco Pilot shall give two long, two short whistle to warn the
Guard. The Guard shall in consultation with the Loco Pilot, send the Brakesman /Assistant Loco
Pilot to the station or cabin to inform the Station Master. After informing the Station Master
the man may remain in the station or in cabin if the signals are going to be taken “off” without
delay. If the train has to be detained at the signal for a considerable period, the Station
Master shall send a written memo, through the Brakesman /Assistant Loco Pilot stating what
further detention is necessary and the reason therefor. The Brakesman /Assistant Loco Pilot
shall go to the train and show this memo to the Loco Pilot who shall initial

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it and pass it on to the Guard, who shall retain it. In the case of a light engine, the Loco Pilot shall
retain the memo. Whenever a memo is given by the Station Master, the Guard and Loco Pilot shall
send a special report along with the Combined Train Report. If the stoppage of the train exceeds 15
minutes, the Guard/the Loco Pilot in the case of a light engine, shall proceed to protect the rear of
the train in accordance with the instructions laid down in Rule 6.03.

4.45. Attracting attention of Loco Pilot:-

(1) If any Guard sees reason to apprehend danger or considers it necessary for any
reason to stop the train, he shall use his best endeavours to attract the attention of the Loco
Pilot.

(2) In the absence of the means of communication with the engine, a Guard desiring to
attract the Loco Pilot’s attention shall apply his hand brake sharply and as suddenly release it,
and wherever possible, he shall reverse the side lamps to show red towards the engine.

(3) When the attention of the Loco Pilot has been attracted, the necessary hand
signals shall be shown.

(4) If the train is fitted with continuous brake, the Guard may, in case of
emergency,apply such brake gradually to stop the train.

S.R.4.45(i) The Guard shall not apply the automatic vacuum brake, except when
absolutely necessary and when applying it, he shall pull the lever slowly and gradually so as to
reduce the vacuum by 12 to 18 centimetres only. Whenever the automatic vacuum brake is applied,
the Guard shall send a special report along with the Combined Train Report.

(ii) The Loco Pilot shall, whenever he notices the reduction of vacuum, take immediate
measures to bring the train to a stand clear, if possible of tunnels, bridges, cuttings, Catch siding
points or other unsuitable spot of a similar nature. He shall also give two short and one long whistle
and repeat it until the Guard shown the red flag by day and the red light by night, which is an
indication that the Guard has understood the situation. The Guard shall then take necessary action
in accordance with S.R.4.18 (ii).

4.46. Assistance from Guard’s hand brake:-

When the Loco Pilot requires the assistance of Guard’s hand brake, he shall sound
the prescribed code of whistle, if necessary,

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repeatedly, or, if a brake whistle is provided, sound such whistle and shall also use other means
of communication, if provided between the Loco Pilot and the Guard.

S.R.4.46(i) When the Loco Pilot of a train requires the Guard to apply brakes, he shall
give three short whistles. When he requires the Guard to release brakes, he shall give one long
one short whistle.

4.47. Application of Guard's hand brake:-

(1) When the Loco Pilot sounds the prescribed code of whistle or the brake whistle, the
Guards shall immediately apply their hand brakes.

(2) When a train is traveling down a steep incline, the Guards shall, if necessary to
steady the train, assist the Loco Pilot with their hand brakes.

S.R.4.47(i) Hand brakes shall be put on gradually, but not so tightly as to skid the wheels
as skidding not only reduces the resistance which the brake is intended to cause but also damages
the wheels and rails. Brakes once applied shall not be slackened until the wheels get locked and
begin to skid, when the brakes shall be eased sufficiently to prevent skidding. Hand brakes once
put on, shall not be released until the Loco Pilot gives one long and one short whistle for
releasing the brakes. Except in an emergency, Guards shall not apply their hand brakes to steady
the speed of a train unless called upon to do so by the Loco Pilot. Brakesmen shall also
immediately apply the hand brakes when the Loco Pilot calls for brakes.

4.48. Permission of Guard to detach engine from train:-

When a train has been brought to stand outside station limits or anywhere on a grade,
the Loco Pilot shall not detach his engine from the train without the permission of the Guard
who, before giving such permission, shall satisfy himself that the van-brakes have been put on
securely and take such other measures as may be necessary or prescribed by special
instructions.
Provided that detaching of engines from trains in such cases may be prohibited
altogether under special instructions wherever considered necessary in the interest of safety.

S.R.4.48(i) The engine of a train carrying passengers shall not be detached or the train
parted in section except in an emergency as given below: -

Whenever it is necessary to detach the engine of a train carrying passengers for testing
a bridge or for isolating a burning coach or coaches on a

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train carrying passengers, the following precautions shall be taken before the engine is detached or
train parted –

(a) Hand brakes in the Guard's brake-van at the rear and in the brake-van wherever
provided shall be securely screwed on,
(b) Hand brakes of any goods wagons on the train shall be securely pinned down,
(c) Hand brakes if provided on any coaching vehicle shall be securely applied,
(d)The wedges provided in the Guard‟s brake-van shall be securely jammed under the
farther most wheels of the rakes in the direction of the falling gradient. Vacuum shall be created
to the maximum extent possible by blowing up with the large ejector an exhauster and attempt shall
be made to lightly pull or push the load with the engine in the direction of the falling gradient. Only
after it had been ensured that the load is securely restrained against movement, will the vacuum be
dropped and the engine detached. The interval from the time engine is detached to the time it is
again attached to the train shall not exceed 45 minutes.

(e) On the Ghat/Gradient section, locomotives shall not be detached from trains
between stations.
(f) In the case of fire, when it is necessary to isolate a burning coach and where the
precautions as in S.R.4.48 (i) (d) cannot be under taken in detail, the Guard and the Loco Pilot of the
train will be responsible for using the wedges supplied in the Guard‟s brake-van to the best advantage
in order to prevent parts of the train colliding against each other by running away.

S.R.4.48 (ii) (a) The Loco Pilot of a goods train shall, before detaching his engine from the
train, call for the Guard's brake by giving three short whistles. The Guard shall,
irrespective of whether the train is vacuum brake or not, apply the brakes as under: -

Inside station limits. – If the gradient is steeper than 1 in 400, apply the hand- brake
of his brake-van and also the hand-brakes of atleast six vehicles on the train; if the gradient is 1 in
400 or flatter apply the hand-brake of his brake-van.

If, after the engine has been detached form the train, the brake-van is also required to be
detached for attaching vehicles to or detaching vehicles from the train or for any other reason, the
Guard shall before detaching the brake-van, apply (in lieu of the hand brake of the brake-van) the
hand-bakes of atleast six more vehicles if the gradient is steeper than 1 in 400 or atleast six
vehicles if the gradient is 1 in 400 or flatter.

Outside station limits. - If the gradient is steeper than 1 in 400 apply the hand- brake of
his brake-van and also the hand-brakes of all the vehicles on the train; if the gradient is 1 in 400
or flatter apply the hand brakes of atleast twelve vehicles on the train.

(b) The Guard shall after satisfying himself that the train is braked as required, show a
"Proceed" hand signal to the Loco Pilot only after getting this signal the Loco Pilot may detach his
engine or permit his engine to be detached from the train. The train shall remain so braked until
the engine is again attached to the train.

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4.49. Starting and stopping of trains:-

The Loco Pilot shall start and stop his train carefully and without a jerk.

4.50. Sounding of engine whistle:-

(1) Except under special instructions, the Loco Pilot shall always sound the whistle of the
engine according to the prescribed code of whistle-

(a) before putting an engine in motion;

(b) when entering a tunnel; and
(c) at such other times and places as may be prescribed by special instructions.

(2) Engine whistle code shall be prescribed under special instructions.

S.R.4.50(i) The circumstances in which the Loco Pilot shall sound the engine whistle and
the code therefor are given below: -
WHISTLE CODES

Sl.No. Whistle code of engine Indication

1 (a) Before starting:-

● (i) Indication to Loco Pilot of assisting/banking engine that Loco
Pilot of leading engine is ready to start.
(ii) Acknowledgement by the Loco Pilot of assisting/banking engine
to leading engine.
(iii) Engine ready to leave loco yard or after completing loco work.
(iv) Engine ready to go to loco yard.
(b) On run-
(i) Assistance of other engine not required.
(ii) Acknowledgment of Loco Pilot of Assisting/banking engine that
assistance stopped.

2 (a) Call for Guard's signal.

●● (b) Signals not exchanged by Guard.
(c) Signals not exchanged by station staff.

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3 (a) Guard to release brakes.

● (b) Before starting engine or a train from station/mid-section.
(c) Main line clear after backing into siding.

4 (a) Guard to apply brakes.

●●● (b) Train is out of control, Guard to assist.

5 (a) Train cannot proceed on account of accident, failure, obstruction

●●●● or other exceptional cause.
(b) Protect train in rear

6 Call for Guard to come to engine.

●●
7 (a) Token not received
● ● (b) Token missed.
(c) With wrong "authority to proceed"
(d) Passing Stop Signal at "On" on proper authority.

8 (a) Before starting – Vacuum recreated on Ghat section, remove

Sprags.
(b) Passing Automatic Stop signal at "On"
(c) Passing an Intermediate Block Stop signal at "On" when
the telephone provided on the signal post is out of order and the
Loco Pilot is thus unable to contact the station in rear.
(d) On run – Acknowledgement of Guard's signal

9 (a) Approaching tunnel or area of restricted visibility or curves or

cutting or site of accident.
(continuous) (b) Recall railway servant protecting train in rear.
(c) Material train ready to leave
(d) Running through a station
(e) Approaching a Stop signal at "On" or in consequence of fog,
storm or any other reason the view of signals are obstructed.
(f) Detained at a Stop signal.

10 (a) Train parting.

● ● (b) Train arriving incomplete.

11 (a) Alarm chain pulled.

●● (b) Insufficient vacuum in engine.
(c) Guard applies vacuum brake.

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12 Raise pantograph. To be acknowledged by the other engine.

13 Lower pantograph. To be acknowledged by the other engine.

●
14 (a) Signal arm lowered but light extinguished.
●● (b) Signal arm improperly/insufficiently taken
"Off‟ (c) Defective signal.

15
Fouling mark not cleared.

16 (a) Apprehension of danger.

●●●●●● (b) Danger signal to the Loco Pilot of an approaching train
whose path is fouled or obstructed for any reason.
●●●●●● (c) While working on a single line section during total failure
(frequently) of communication or when single line working is introduced on a
double line section.
(d) Moving in wrong direction on a double line or against the
signaled direction in the Automatic Block signaling territory on
Double line or against the established direction in the
automatic block signalling territory on single line.

17 Approaching a level crossing

(Intermittently)

Note. – The signals above are illustrated by “●” for a short whistle and “ ___ ” for a long
whistle.

S.R.4.50(ii)(1) Loco Pilots shall constantly whistle when approaching and entering tunnels,
curves and cuttings where the view ahead is obstructed. They shall also act likewise when
crossing a train at a station and when approaching all other places where obstructions are likely
to occur. (C. Memo No. 4 / 2010 dated 10.06.2010)

(2) Whistle boards are of two kinds.

They are whistle boards with the letter “W/L and Whistle boards with the letter “W” as
shown in the diagram below-

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(3) (i) Whistle boards with the letter “W/L” are provided,
(a) On the approaches of all the unmanned level crossings, and
(b) On the approaches of manned level crossings inside of or outside station limits where
a clear view of the line from the level crossing is not available.

Loco Pilots of approaching trains on noticing the 'W/L' whistle board, shall sound
intermittent long whistles from the time they approach the whistle board till they pass the relevant
level crossing. (C. Memo No. 4 / 2010 dated 10.06.2010)

(ii) Whistle boards with the letter “W” are provided in rear of all places where the view
of the track is obstructed by curves cuttings or tunnels. Loco Pilots of approaching trains on
noticing these whistle boards shall sound their engine whistle continuously from the time they
approach a whistle board till they get clear view of the track ahead.

S.R4.50 (iii) The Loco Pilot shall communicate through walkie-talkie sets in addition to
the sounding of the engine whistle as prescribed in SR 4.50 (i).

The Loco Pilot shall also advise the Guard through walkie-talkie of all the documents handed
over to him with regard to the working of trains. The information received should be recorded by
the Guard in the rough journal and combined train report.

4.51. Bell signals between Loco Pilot and Guard:-

When bell communication is provided between the Loco Pilot and the Guard of the train,
bell signal code, as may be prescribed by special instructions shall be used.

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SR 4.51(i) The following bell signals are prescribed for use between the Motorman/Loco
Pilot and Guard in case of EMU/MEMU /DEMUs:-

BELL CODES

SL.No. Code of bell Signals Indication Acknowledgement

1 O Stop train O
2 OO Start train OO
3 OOO Guard required by the OOO
Loco Pilot
4 OOOO Protect the train in rear OOOO
5 O Pause O Zone of speed restriction O Pause O
over. Resume prescribed
speed.
6 OO Pause OO Passing Automatic Signal OO Pause OO
at `ON‟
7 OOO Pause OOO Motorman not to exceed OOO Pause OOO
prescribed speed.

Note:- The signals above are illustrated by “O” for a ring.

SR.4.51(ii) In the event of failure of bell code communication between the Motorman/Loco
Pilot and Guard of an EMU/MEMU/DEMU train the Motorman/Loco Pilot and Guard shall reproduce
the relevant bell code by sounding the horn. In addition, the Guard/Motorman/Loco Pilot shall make
use of the corresponding hand signal wherever prescribed, by means of the hand signal lamp/flag.
(C. Memo No.5/2008 dt. 23.12.2008.)

4.52. Throwing out water, fire or cinders:-

A Loco Pilot or Assistant Loco Pilot shall not throw out water, fire or cinders,
when passing through a station yard or tunnel, or when on a bridge.
4.53. Hose of water crane:-

After taking water from a tank or water column, the Loco Pilot shall see that the hose or
arm is left clear of the line and, when it is provided with fastenings, properly secured.

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4.54. Passengers:-

Every Guard shall give his best Assistance to passengers entraining and detraining.

S.R.4.54(i) Both the Guard and Brakesman of a train carrying passengers shall give attention
to the needs of passengers, especially during night. At every station at which the train stops long
enough, they shall pass along the train from each end, to ascertain whether any passengers require
assistance.

G. Duties of staff on Arrival

4.55 Shutting off power:-

In stopping a train, the Loco Pilot shall determine where to shut off power by paying
particular attention to the gradient, the state of the weather, the condition of the rails, the brake
power and the length and weight of the train.

4.56. Guard to see that train is stopped clear of fouling marks:-

When a train comes to stand at station, the Guard shall see that, wherever possible, the
last vehicle of his train has cleared the fouling marks of all points and crossings. If not, he shall
inform the Station Master at once and exhibit Stop hand signal to prevent any movement on the
fouled line.
S.R.4.56(i) (a) The Guard shall see that all the signals taken "OFF‟ for the reception of his
train have been put back to "ON‟. If any signal has not been put back to “ON” he shall inform the
Station Master at once and wave a hand danger signal to protect his train. He shall note down this
fact in his Rough Journal Book and make a remark in the Combined Train report.
(b)The Guard shall see that the train has arrived complete. If the train is incomplete,
the Guard shall inform the Station Master at once.

(c) At night, when a train is waiting at a station to give precedence to another train in the
same direction, the Guard of the train shall, before the following train is admitted into the station,
change the side lamp, adjacent to the line on which the following train is to be admitted to show
white towards the rear of the train and red towards the engine of his train, the other side lamp
being left in its normal position i.e., showing red towards the rear and white towards the engine of
his train. After the following train has been admitted into the station, the Guard shall, immediately
put back the side lamp to its normal position.

4.57. Detaching engine:-

Whenever a train has been brought to a stand, and it is necessary for the engine, with or
without vehicles, to be detached from the rest of the train, the Guard shall, before the train is
uncoupled, satisfy himself that the van-brakes have been put on securely, and take such other
measures as may be prescribed by special instruction.

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4.58. Loco Pilot to see that train is stopped clear of fouling marks:-

When a train comes to a stand at a station, the Loco Pilot shall see that, wherever possible, his
engine is clear of the fouling marks of all points and crossings. If not, he shall take steps to inform the
Station Master at once and exhibit Stop hand signal to prevent any movement on the fouled line.

S.R.4.58(i) If the Loco Pilot finds that his engine has not cleared the fouling marks of all
points and crossings, he shall call the attention of the Station Master by giving three long whistles
and at the same time, wave a Stop hand signal. He shall also send his Assistant Loco Pilot to
advise the Station Master on duty of the position.

S.R.4.58(ii) (a) When a goods train is stopped at a station the Loco Pilot of the leading
engine shall, unless otherwise signaled by the Station Master or the Guard of the train, bring
his engine to a stop as close as possible, to the Starter, fouling mark, trap point, lock bar, board
bearing the word "STOP‟ to enable the last vehicle of his train to stand clear of the fouling mark
at the rear end.

(b) The observance of S.R.4.58 (ii)(a) by the Loco Pilot does not in any way absolve the
Guard of his responsibility in regard to the observance of G.R 4.56 and Subsidiary Rules
there under to ensure that the last vehicle of the train has cleared the fouling marks of all points
and crossings.

4.59. Moving of train carrying passengers after it has been stopped at a station:-

When a train carrying passengers has been brought to a stand at a station, whether alongside,
beyond, or short of the platform, the Loco Pilot shall not move it, except under orders of the Guard or to
avert an accident.

S.R.4.59(i) The Guard shall, before giving signals to the Loco Pilot, get the permission of
the Station Master.

4.60. Guard not to leave train till handed over:-

No Guard shall leave his train until it has been properly handed over in
accordance with special instructions.

4.61. Loco Pilot not to leave engine when on duty:-

No Loco Pilot shall leave his working locomotive or his self-propelled vehicle when on duty,
whether at a station or on a running line, except in case of absolute necessity and after a competent
railway servant has been placed in charge of the locomotive or self-propelled vehicle. In the case of a
self-propelled vehicle

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manned by a Loco Pilot only, a Loco Pilot may leave it when necessary, provided he has locked the
cabs and has put the vehicle in low gear with the ignition switch in the "Off‟ position and has screwed
down and locked the hand brake.
S.R.4.61(i) Rule 4.61 applies to Assistant Loco Pilot also. The competent railway
servant referred to therein, in the case of running train, is the Assistant Loco Pilot and in the
case of shunting engines, the Assistant Loco Pilot.

H. Working of Material Trains

4.62.Working of a material train in a block section:-

A material train shall be worked only with the permission of the Station Masters on each side
and in accordance with special instructions.

S.R.4.62(i) (a) When a material train is to be run for engineering purposes, the
Divisional Railway Manager shall make necessary arrangements in good time advising all
concerned as to the nature of the wok to be done, how long it will last and where the material
trains is to be stabled daily during the period of the work. Except with the permission of the
Divisional Railway Manager, a material train shall not be permitted to work during periods of poor
visibility due to fog, storm or any other cause. If it becomes necessary to alter the stabling
station, the Guard shall advise the stations concerned.

Note. – A material train shall not be stabled at a station with only one loop line and no
siding,except under the special orders of the Divisional Railway Manager.

(b) In case of emergency the running of a material train may, on the requisition
of the engineering branch, be at once ordered by the Station Master or other Senior Official.

S.R.4.62(ii) Subject to the provisions of SR 4.62(vi), the speed of Material Trains shall not
exceed 75 kmph when worked with engine leading.

S.R.4.62(iii)The Guard and Loco Pilot of a material train are responsible for protecting
the train in accordance with rules when working between stations. They are authorised to direct
Gangmate and Gangman to assist them in this regard.

S.R.4.62(iv) Before entering a section on which a material train is required to stand on a

grade of 1 in 50 or steeper, the engine should be attached so that when the train is
standing, the engine is at the down hill end of the gradient.

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S.R.4.62(v) On down gradients steeper than 1 in 100 “ pushing” is not permitted. On

gradients flatter than 1 in 100, ascending or descending, “pushing” may be permitted.
S.R.4.62(vi) (a) When the engine is pushing a material train and the brake-van is leading-
(1) the speed shall not exceed 15 kilometres an hour on the straight track, and 10
kilometres and hour over the turn-out;

(2) the Guard shall travel in the leading brake-van and continuously exhibit a
“proceed” hand signal to the Loco Pilot; the absence of a “proceed” hand signal may be due to an
obstruction and the Loco Pilot shall stop at once;
(3) the train crew shall keep a good look-out especially in the direction in which the train
is moving and shall be prepared to stop short of any obstruction; and
(4) at non-interlocked stations when approaching turn-outs, the Guard shall stop the train
at the outermost points, satisfy himself that the points are correctly set, locked and manned and
then show hand signals to the Loco Pilot to back.
(b) When the engine is pushing a material train and the brake-van is not leading-
(1) The Speed shall not exceed 10 kilometres an hour;
(2) the Guard shall travel in the leading vehicle and the provisions of clause (a)(2)of
S.R.4.62 (vi) shall be complied with;
(3) clauses (a)(3) and (4) of S.R.4.62 (vi) shall be complied with

(c) When a material train is approaching a station with the engine pushing the train, on the
single line, in regular working the Station Master shall take “Off” signal as usual; and, in
unexpected circumstances, i.e., after meeting with an obstruction, etc., provisions of S.R.4.12
shall be complied with; on the double line, the provisions of S.R.4.12 shall be complied with.
S.R.4.62(vii) Except in an emergency, such as an accident or breach of the railway line,
working of material trains carrying labourers shall not be permitted between sunset and sunrise. If
due to certain circumstances, it is necessary to work material trains during night, permission to do
so shall be obtained from the Divisional Railway Manager, who shall give the permission subject to
the following conditions: -
(1) The workspot shall be well lit.
(2) Second class accommodation for the labourers shall be provided on the train.
(3) The Guard of the train shall ensure that no labourer is traveling in the material wagons.

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S.R.4.62(viii) A material train shall not be divided, outside station limits, except in an
emergency, and in such cases only on the authority and personal supervision of an engineering
official of not lower in rank than a Permanent Way Inspector who shall be entirely responsible for
seeing, before the train s divided, that necessary precautions are taken to ensure safety. Before
the train is divided, the Guard shall apply the hand-brake in the brake-van and the hand- brakes
of a sufficient number of wagons and lock, by means of safety chains or sprags, a sufficient
number of wheels in each portion of the train and shall also ensure personally that all the
Labourers have been detrained. Vehicles shall not be detached from a material
train standing on a grade of 1 in 100 or steeper. The Loco Pilot may detach the engine from a
material train with the Guard‟s permission who shall before giving the permission, ensure that
the hand-brakes on each wagon are properly applied and the wheels secured with safety
chains and sprags to prevent any movement.

S.R.4.62(ix) No material shall be left above rail level, within the distances prescribed in the
Schedule of Dimensions. If a material train has to leave the spot where material is being deposited
before the removal of such material can be effected, men shall be left to complete the work.

S.R.4.62 (x) A material train may be moved from the traffic yard to the loco yard only with
the permission of the Locomotive Official in-change of the loco yard and subsequent movement of
the train inside the loco yard shall also be directed by the Locomotive Official in- charge.

S.R.4.62 (xi) At least one brake-van shall be attached in the rear of a material train. When
running through and between stations, the engine shall be marshalled at one end of the train and
the brake-van at the other end. Material trains shall be marshalled with regard to the brake-vans
so that whenever a train parting occurs on the run, there shall be adequate brake-power to control
the rear portion. If the Brake Power Rules require the provision of only one brake-van then this van
shall be attached in the rear of the train; but if two or more brake-vans are required, the
additional vans may be interspersed throughout the train provided that the vans are not separated
by a load in excess of the brake power necessary.
S.R.4.62 (xii) The Station Master shall issue a memo (in duplicate) in the following form,
along with the “authority to proceed” to the Loco Pilot of every material train which is
required to work outside station limits: -

To the Loco Pilot of material train No …………….

You are required to proceed to the …………… station at the other end or you
must return to ………….. station (as the case may be).
You should clear the block section by ………. hrs ……….. mts. for the passage of other
trains.
… Station …………
Guard Station Master
Date ……………….

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The memo, shall be countersigned by the Guard. The Loco Pilot shall take the original and return the
duplicate signed. The Station Master shall enter the particulars contained in the memo, in the
“Remarks” column of the Trains Signal Register against the entry for the train.

S.R.4.62(xiii) a)All the wagons forming part of Material Trains shall have a nominated
base depot which should be clearly stencilled on these wagons.
b) These wagons must touch the base depot at least once in thirty days at which
time,they shall be intensively examined and repairs, if any, shall be attended and a BPC issued giving
therein the individual number of wagons for which the BPC is issued. The BPC will be valid for a
period of 30 (thirty) days from the date of issue. The engineering official in-charge of the Material
Train shall be responsible to ensure that the Material Train is moved to the base depot for
examination before the expiry of the validity period for the issue of fresh BPC. If the BPC has
become invalid due to the lapse of 30 days, the rake shall be brought to the base depot with GDR
check.
c) The brake power percentage at the originating point shall not be less than 90% and shall
not be less than 70 % enroute. When the brake power falls below 70%, the rake shall be moved to
the base depot for upgradation and issue of fresh BPC. (Correction 01/2013 dated 27.05.13).
S.R.4.62(xiv) All manned level crossing gates shall be closed against road traffic for the
passage of material train. The Loco Pilot of the material train while "Working on line‟ in a block
section shall ensure that all manned level crossing gates are closed against road traffic before
passing the same. He shall whistle continuously while approaching the level crossings and obey the
aspect of the Gate Stop signal if any. In the case of non-interlocked gates, and in the case of
interlocked gates in double line sections while proceeding on the wrong direction, the Loco Pilot
shall bring his material train to a stop 30 metres short of the level crossing and then restart and
pass the gate after confirming that the gate is closed against road traffic. (Correction No. 6 dated
06.11.06).

4.63. Workers on material train:-

The Guard of a material train shall, before giving the signal to start, see that all the
workers are on the train, and warn them to sit down.
S.R.4.63(i) The employment of women on material trains for unloading material is
prohibited; but they maybe taken in empty ballast wagons to different depots for employment in
loading.
S.R.4.63(ii) If a material train has been divided, all the workers shall be removed from
the wagons before the train is coupled up again.
4.64. Protection of material train when stabled :-
(1) a material train shall not be stabled on a running line at a station, except in
unavoidable circumstances.
(2) When a material train is stabled at a station, it shall be protected in the following manner
and the Station Master shall ensure that-
(a) the vehicles of the material train have been properly secured and are not fouling any
points or crossings,
(b) all necessary points have been set against the line on which the material train is stabled
and such points have been secured with clamps or bolts and cotters and padlocks, and
(c) the keys of such padlocks are kept in his personal custody until the material train is
ready to leave the siding or line.
(3) The guard shall not relinquish charge until he has satisfied himself that the material
train has been protected as prescribed in this rule.

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S.R.4.64(i)The Station Master and the Guard of the material train are jointly
responsible for ensuring-
(1) that the train is berthed clear of fouling marks, at each end of the line on which it is
stabled;
(2) that the points leading to the line on which the material train is stabled are set
against that line and locked in that position with locking bolts, cotters and padlocks or clamps and
padlocks; and
(3) that the hand-brakes are applied on a sufficient number of wagons, the van- brakes are
screwed down and that a sufficient number of wheels are locked by safety chains and padlocks.

S.R.4.64(ii) When a material train is stabled on a siding, outside station limits, the Guard
shall ensure that it is berthed clear of fouling marks and traps and without obstructing the running
line. He shall apply the hand-brakes on a sufficient number of vehicles, screw down the van-brakes and
locks the wheels of the wagons by means of safety chains and padlocks.

4.65 Working of Track maintenance machines:-

Track laying or on Track Tamping or maintenance machines shall be worked only
with the permission of the Station Master and in accordance with special instructions.

S.R.4.65(i) (1) A Track maintenance machine is a self propelled vehicle which can move both
in forward and reverse direction.
S.R4.65 (2)The track machine may work both by day or night and move within
the maximum speed sanctioned for that with speed restrictions in force in the section being
observed.
S.R.4.65(ii) Each machine will be under the control of an operator responsible for the
safe working of the machine and for observation of all rules.
S.R.4.65(iii)The Operator shall undergo a course of training at the Multi-Discriplinary
Zonal Training Institute and on passing the written examination held at the end of the course,
advice to that effect shall be communicated by the Principal to the concerned Departmental
Officer. The Departmental Officers shall then issue the necessary Competency Certificate to
the Operator.
S.R4.65(iv)The certificate of competency shall be valid for 3 years and kept in the
personal custody of the operator and shall be promptly produced when required.
S.R4.65(v)The operator shall apply to his Divisional Engineer well in advance before the
date of expiry of competency certificate. The D.E.N. shall renew the certificate after holding an
oral test and satisfying that the operator is conversant with the rules relating to the work of
Track Maintenance machine and the rules for working trains.

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S.R.4.65(vi)The following rule books and equipments in good working condition shall be in
possession of the operator of each unit while the machines are working
(a) One copy of the General and Subsidiary Rules Book with up-to-day corrections.
(b) One copy of the Accident Manual.
(c) One copy of the Working Time Table.
(d) One copy of the Block Working Manual.
(e) A red flashing hand signal lamp ( C.Memo No.3/2021 dated 25.08.2021 ).
(f) One portable field telephone with accessories.
(g) Two green hand signal flags.
(h) Three red hand signal flags.
(i) Two tri-colour hand signal lamps for working at night.
(j) 10 detonators in a tin,
(k) Two banner flags.
(l) One first aid box.

S.R4.65(vii)The Track maintenance machine shall be considered as a train.

S.R4.65(viii)Procedure for working of the Track Machines. -

( Revised C.Memo No.2/2017 dated 12.05.2017 )
a) Through movement of Track machines from one station to another.
Only one self-propelled or two coupled self propelled track machines or one self-propelled track
machine hauled by locomotive is permitted to run at a time in a block section under one authority
observing all rules required for movement of trains.

b) Working of single or coupled track machine(s) in a block section.

1) The Operator/JE/SSE (P.Way) of the section shall inform the Station Master in writing the specific
location where the machine will work and whether the machine will proceed to the next station or
return to the starting station and mention the time at which the Track Machine will clear the section
along with identifying number of the machine and the name of the Operator/JE/SSE (P.Way) of the
section.
2) The Station Master shall then contact the control and on obtaining permission from the control shall
allow the Track Machine into the block section on line clear - “work on line” or block forward / block
back, as the case may be or as a material train during line block.In addition to the regular
authority,Form T/465-E shall be issued filling up the relevant portions. However, T/A602 / T/C 912 /
T/A 912 (as the case may b) need not be given during line block as Form T/465-E will serve as the
authority for track machine to work in the obstructed block section.
c) Working of Track machines in a group in the same block section.

1) Any number of self-propelled track machines may be allowed to enter a block section during line
block in a group / convoy for track maintenance and other works connected with the track.

2) However, not more than one track machine hauled by locomotive is permitted to work in a group
with other self-propelled track machines.
3) When more than one machine is required to work within the same block section, these machines may
be allowed to work in a convoy under one authority to proceed, namely form T/465-E.
4) All the track machines shall enter the section at the same time one after another keeping adequate
distance of 200 metres between each other and with the proper authority as given under these rules.
5) In case more than one track machine hauled by locomotive is to work in the same block section with or
without other self-propelled machine, it will work as a material train in an obstructed block section.

6) In case of track machines working in a group / convoy, the SSE/JE (P.Way) in-charge shall give the
requisition for block in duplicate to the Station Master on duty, indicating therein specific location
where the machine will work, the line i.e. Up/Dn, the number of track machines that will work along
with individual number and sequence (order in which machines will leave the station), the duration of
block required and whether the machines will proceed to the next station or return back to the
starting station after the work. The Station Master shall then contact the control and seek
permission for line block.
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7) After the line block is granted, the Station Master shall suspend block instrument working and exchange
message supported by a PN with the station Master of the block station at the other end indicating the
individual number of the track machines. The Station Master shall then prepare and issue Track Machine Block
Permit in form T/465-E indicating therein, the number of machines permitted to work in the block section,
machine type and number and their sequence of entering into the block section, details of block permitted,
station at which the machine will clear the section, speed restriction in force in the section, if any. The block
permit will be signed by all the SSE/JE/TMC in-charge of track machines (Operators) and will be handed over
to SSE/JE (P.Way) in-charge of the group of Track machines, who shall accompany the machines to the work
site.
8) For the working of track machines in a group / convoy, Track machine block permit (Form T/465-E) will serve
as an authority to proceed, authority to pass the Starter / LSS at ‘ON‛, Caution order and as an authority to
start from a non-signalled line.
9) For the despatch of all the track machines, the Form T/465-E signed by the operators of all the machines will
serve as an authority to depart and enter the block section. In the case of despatch from a non-signalled road,
the competent railway servant shall pilot out the machines travelling in the first machine duly fulfilling the
conditions of despatch from non signaled road in terms of GR&SR 5.11.,except that the authority for despatch
will be FormT/465-E. The points in the route of despatch may be altered only after ensuring that all the
machines have passed all the points enroute. All the machines shall be started from the same line.
10) On completion of the work, the machines shall be received by taking off of the reception signals in case of
single line and in case of double line while moving on the right direction. In this case a competent railway
servant shall display green hand signal at the foot of first stop signal till after the last machine enters the
station. All the machines shall be received on the same road and the SM shall ensure that the route is not
altered till the complete arrival of the last track machine and the SSE/JE (P.Way) in-charge certifies the
complete arrival of all the track machines in writing.

11)
In case of wrong line working, on completion of the work, the Track Machine Operator of the leading
machine shall bring his machine to a stop outside the FSS of the right line or the LSS of the wrong line (on
which he is running) , whichever he comes across first . The Station Master of the station in rear shall
arrange to send a competent railway servant to this location with a written memo .The competent railway
servant shall hand over the written memo to the SSE/JE (P.Way) and pilot the machine upto the Shunt
signal (on which he is running) , where provided. The Shunt signal shall be taken off to receive the machine(s)
to any of the running lines, as operationally feasible.

In the event of the Shunt signals not being provided, the Track machines shall be piloted by a competent
railway servant from outside the FSS of the right line or LSS of the wrong line ,whichever he comes across
first into the station, on the written authority as per the provisions of S.R. 5.10 (i) duly ensuring the correct
setting ,clamping and padlocking of Points ,as may be required.
The Points shall not be altered till such time the SSE/JE (P.Way) in charge certifies the complete arrival of
all the track machines in writing. The SSE/JE (P.Way) shall be responsible to ensure that all the track
machines follow each other without delay and arrive at the station safely.
(C.M No.01/2022 dated 23.03.2022)

12) Station Master receiving the machines shall clear the section for normal train operation duly exchanging
message supported by a Private number with the Station Master at the other end quoting the machine type
and number for having cleared the block section at his station, only after SSE/JE (P.Way) in-charge has
returned the track machine block permit (Form T/465-E), and has certified in writing the complete arrival of
all the track machines and that the track is clear of any obstruction and the section is fit for train
movement. The certificate to be given by the SSE/JE (P.Way) in-charge shall be in the following format.The
Form T/465-E shall be cancelled and handed over to the SSE/JE(P.Way) in-charge.

To Date…………Time………..
The Station Master of _________ station
This is to certify that all the track machines bearing the numbers (Machine type and No.)
1………….. 2…………… 3……………. 4……………. 5……………. which have worked in the ………………block section, have
arrived complete at …………. station at …………hrs and the track is clear of any obstruction and the section is fit for
train movement.
Signature of SSE/JE (P.Way) in-charge
Acknowledgement of SM. Time…….. Date………..

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Track machine. The Operator-in-charge of the machine while "Working on line‟ in a block section shall ensure
that all manned level crossing gates are closed against road traffic before passing the same. He shall whistle
continuously while approaching the level crossings and obey the aspect of the Gate Stop signal if any. In the
case of non-interlocked gates, and in the case of interlocked gates in double line sections while proceeding on
the wrong direction, the Operator shall bring his track machine to a stop 30 metres short of the level
crossing and then restart and pass the gate after confirming that the gate is closed against road traffic
(Correction No. 6 dated 06.11.06).

S.R4.65(x)The track Machine shall not be permitted to work during periods of poor visibility due to
fog, storm or any other cause except under the permission of Divisional Railway Manager.
S.R4.65(xi)The Track Machine shall not be permitted to work during total interruption of
communications.
S.R4.65(xii)The Operator-in-charge of the machine is responsible for protecting the
machine in accordance with the rules for protection of trains between stations. He is authorised to
direct the Gangmates and Gangmen to assist him in this.
S.R4.65(xiii)No material shall be left above rail level within the distance prescribed in the
Schedule of Dimensions. Before leaving the spot the Operator shall ensure the removal of such
materials.
S.R4.65(xiv)The Operator of the machine shall be responsible to ensure that the adjoining
line is not fouled at any time during the course of operations. In case of fouling, he shall
immediately arrange to protect the adjoining track in accordance with Rule 6.03.
S.R4.65(xv)No traffic train shall be allowed to enter the block section until the track
machine clears the section at any one of the block stations. The Station Master shall advise the
Operator the time and station at which he shall clear the section. The Operator shall take the
original and return the duplicate duly signed to the Station Master. The Station Master shall enter
the particulars contained in the memo in the “remarks” column of the Trains Signal Register
against the entry for the track machine.

S.R4.65(xvi)The Operator is responsible to ensure that the machine has arrived complete
and then only he shall issue a written memo to the Station Master.
S.R4.65(xvii)Protection of track machines when stabled at a station.
(a) The track machine shall not be stabled on a running line at a station except under
unavoidable circumstances.
(b) No shunting of goods or passenger stock shall be permitted on the line where the track
machines are stabled nor shunting performed with the machines attached.
(c) When the machine is stabled, the Operator shall ensure that it is berthed clear of
fouling marks and traps and without obstructing the adjacent lines. He shall apply the hand brakes
and skids to prevent movement.

The concerned points shall be set against the line on which the track machines are stabled
and such points shall be secured with clamps or bolts and cotters and padlocked. The keys of such
padlocks shall be kept in the personal custody of the Operator until the machine is ready to leave
from the siding or running line. The Operator shall not relinquish charge until he has satisfied
himself that the machine has been protected as prescribed.
S.R.4.65(xviii)In case of failure of the machine in the block section and the Operator is not
able to clear the section, a message should be sent to the nearest Station Master as well as the
Control through portable telephone or otherwise for arranging a light engine to tow the unit. In
case of such break down of the machines, it shall be treated as an obstruction and protection of
the machine and track shall be arranged by the Operator in terms G.R.6.03 and S.Rs. thereunder
Accident to track machine shall be treated in the same manner as of trains.
I. Private Engines and Vehicles

4.66. Private engines and vehicles:-

No engine or other vehicle, which are the property of a private owner, shall be allowed to
enter upon the railway, except in accordance with special instructions.

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CHAPTER V

CONTROL AND WORKING OF STATIONS

5.01 Responsibility of the Station Master for working

(1) The Station Master shall be responsible for the efficient discharge of the duties devolving
upon the staff employed, either permanently or temporarily, under his orders at the station or within the station
limits and such staff shall be subject to his authority and direction in the working of the station.

(2) The Station Master shall see that all signals, points, gates of level crossings and the whole
machinery of his station are in proper working order and shall immediately report all defects therein to the
proper authority.

(3) The Station Master shall also be responsible to see that the working of the station is carried
out in strict accordance with the rules and regulations for the time being in force.

(4) No person other than the Station Master shall ask for or give Line Clear, or give authority to
proceed.

S.R.5.01(i) (a): - (1) The Station Master shall not hand over the Authority to proceed to
the Loco Pilot until the points have been correctly set and the facing points locked where no
despatch signals are provided.

(2) When starting permit is issued in addition to the Authority to proceed the starting
permit shall not be issued to the Loco Pilot until the points have been correctly set and the facing
points locked.

(3) At stations where dispatch signals are provided the Loco Pilot shall not start, his train
unless he has complied with the provisions of G.R.4.35 (1) even if the authority to proceed is
delivered to him.
(b) The Station Master on duty shall ensure that the staff like Shunting Masters (C. Memo.
3 / 2009 dated 16.07.09) who are responsible for safe custody of the locks and key of points,
signals, traps etc., as laid down in the Station Working Rules, hand them over to their relievers
correctly and the items handed over are the authorised ones. If any of these items are found
missing or are not the authorised ones, he shall report the matter to the Station Master in- charge
immediately.
(c) The Station Master on duty shall examine the signals immediately after a storm/dust
storm/tempestuous weather and make certain that the roundels are in good condition and that the
signal are in proper working order. The results of the examination shall be recorded in the Station
Diary.
(d) When changing duties, both the outgoing and incoming Station Masters shall examine
and satisfy themselves that all the points are correctly set and locked in accordance with the
Station Working Rules, that the signals are in proper working order and that vehicles/wagons are
stabled clear of the fouling marks and crossings, whether on running or non-running lines, and
secured in accordance with the rules. The results of such examination shall be recorded in the
Station Diary and signed by both.

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(e) When changing duties, the outgoing Station Master shall, in addition, specifically record
in the Station Diary whether the running lines, both passenger and goods, are clear or obstructed
and if obstructed, the cause of the obstruction and the expected time of clearance. The
incoming Station Master shall sign in the Station Diary in token of his being aware of the
condition of the running lines, both passenger and goods. However, this will, in no way, absolve
the Station Master on duty of his personal responsibility to ensure that the line is clear before
receiving or despatching train.

S.R.5.01 (ii) Immediately after giving Line Clear for a train, the station bell shall be loudly
rung, followed by the descriptive beats, as prescribed below, to indicate the direction from which
the train is approaching. –

DIRECTION DESCRIPTIVE BEATS

Down trains .. .. .. .. Two distinct beats.
Up trains .. .. .. .. Three distinct beats.
Branch trains.. .. .. .. Four distinct beats.
S.R.5.01 (iii) When a train carrying passengers arrives at a station, the name of the
station shall be called out, distinctly and in an audible manner, from end to end of vehicles
containing passengers. The Station Master shall be particularly careful to see that this duty is
performed at night.

S.R.5.01(iv) Berthing of passenger trains at stations. - (a) Except as prescribed for

under clauses (a) and (b) of S.R. 5.01 (v), a train carrying passengers which is booked to stop,
shall be dealt with on a platform line at the station.

(b) (1) When a train carrying passengers, which is booked to stop at a station, is received on
a platform line at the station, the train shall, except in the cases where the length of the
passenger portion of the train exceeds the length of the platform, be berthed with the passenger
vehicles alongside the platform. In case such berthing involve the last vehicle or the engine fouling
any points and crossings, the Guard/Loco Pilot shall promptly comply with rule 4.56/4.58 and the
Station Master shall, irrespective of the advice from the Guard/Loco Pilot, specially ensure that
the fouling mark of the points and crossings has been duly cleared, before authorizing any
movement requiring this clearance.

(2) At watering stations, in order to facilitate the steam engine being kept in a position to
take water from the water column and thereby avoid the necessity for detaching the engine from
the train for this purpose, a train may have to be brought to a stand with vehicles next to the
engine beyond the platform. In the case of trains carrying passengers, the Divisional Railway
Manager may, at such stations, on operational considerations, authorize trains to be berthed with
the passenger vehicles beyond the platform, provided the ground beyond the platform is suitable,
convenient and safe for passengers to entrain and detrain. In such cases, the trains and the
reception lines shall be specified in Station Working Rules. In the case

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of trains not carrying passengers, the train may be brought to a stand with the steam engine in
position to take water from the water column, with wagons beyond the platform.

S.R 5.01 (v) Crossing of two trains at stations in single line section .(C.Memo No.01/2017)

S.R.5.01 (v) ( a ) No train shall run through on the platform line when a passenger train is
standing on the non-platform line.(C.Memo No.01/2017)

(b) In case of crossing on a single line, the first arriving train should always be received on
the loop line duly setting the points at the trailing end to the sand hump/over run line, wherever
provided. If this involves reception of a stopping passenger carrying train on a non platform line,
the same train may be regulated at the reception signal and the other train may be received first
on the loop line. (C.Memo No. 01/2014 dated 14.07.14) .

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S.R. 5.01(vi) If any defects or damages are noted by the Station Master or are brought
to his notice, he shall immediately report the matter to the officials concerned for prompt
repairs and rectification and in the meanwhile, take suitable measures to ensure safety.
S.R. 5.01(vii) Signal levers, points, Scotch blocks, Haye‟s derails, derailing switches, etc.,
shall be secured by the authorised locks and keys. Should any lock or key be missing or an
unauthorised lock or key be found, the Station Master shall immediately report the matter to the
Divisional Railway Manager and promptly obtain fresh authorised equipment and, in the meanwhile, take
special measures for the safe working of traffic.
S.R. 5.01(viii) (a) The Clerk-in-charge at a Class "D‟ Station, when any defects or damages
are noted by him or brought to his notice in the points of the lay byes or sidings or at the level
crossings or in the gate signals provided at his station shall immediately arrange for the protection
of traffic with hand signals and detonators.
(b) He shall also advise the Station Master of the block stations at either end by a special
message, detailing the nature of the defect, kilometrage etc., to enable the latter to issue Caution
orders in terms of Rule 4.09, to Loco Pilots of trains entering the section from either end. If the
condition of the defective points or gates is considered dangerous for the passage of trains, he shall
mention this specifically, in his message to the Station Masters to stop normal train traffic from
entering the section, until the defects or damages are rectified: Copy of the message to the Station
Masters shall be given to the officials concerned for immediate necessary action and to the Divisional
Railway Manager.

5.02. Supplyof copiesof rulesand distributionor exhibitionof other documents:-

The Station Master shall see-

(a) that every railway servant subordinate to him who should be supplied with a copy of
authorised translation of these rules under Rule 2.01 duly receives the same;

(b) that the Working Time Table in force together with all correction slips and appendices, if
any, working rules and

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Instructions, and other notices having reference to the working of the line, are properly distributed
or exhibited in such manner as may be prescribed under special instructions;

(C) that fare lists are correctly exhibited at the station if it is open for the booking of traffic;
and

(d) that copies of the Act, and the Goods and Coaching Tariffs are available for
inspection by the public.

S.R. 5.02 (i) The Station Master shall also see that all notices to the public are
correctly exhibited, as required, and all sheet time tables and fare lists are maintained in good
order and renewed promptly as and when necessary.

S.R. 5.02(ii) (a) The Station Master-in-change shall be held personally responsible for
ensuring, by frequent checks that the staff under their control, including Guards and other running
staff are, while on duty, in possession of the Rule books etc., vide clauses (a) and (b) of Rule 5.02
and that the Rule books etc., are posted and pasted with Correction Slips up-to-date. A certificate
shall be submitted to this effect, on the first day of every quarter (i.e.) on the 1st day of January,
April, July and October by the Station Masters to the Divisional Railway Manager. The certificate
shall cover relieving staff also working at or attached to the station at that time.

(b) In the case of running staff, the check and certification of the currency of the Rule
books supplied shall be done by the shed Officials-in -charge.

(c) Inspecting officials and officers shall make test checks of the Rule books supplied to the
staff, during their inspections of the stations and sheds.

5.03. Obedience to orders and keeping of books and returns: -

The Station Master shall see that all orders and instructions are duly conveyed to the staff
concerned and are properly carried out, and that all books and returns are regularly written up and
neatly kept.
5.04 Signal Cabins: -

(1) The Station Master shall make himself thoroughly acquainted with the duties of the staff
employed in the signal cabins, if any, at his station and shall satisfy himself that they perform their
duties correctly, and in order to maintain an effective supervision over the said staff, frequently visit the
signal cabins.

(2) The Station Master shall ensure that the prescribed equipment is readily availablein signal
cabins and maintained in good working order.
(3) Signal cabins shall be kept neat and clean and no unauthorized person shall be permitted
to enter such cabins.

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S.R.5.04(i) The in-charge Station Master/Station Manager shall check the train message
books, Train signal Registers,caution order documents,block/signal failure documents and written
authoritoes to proceed on a daily basis and ensure that all these documents/authorities are
prepared correctly. (C.Memo No.2/2008 dated 9.6.2008)

5.05 Report of neglect of duty:-

The Station Master shall report, without delay, to his superior, all neglect of duty on the part
of any railway servant who is under his orders.

5.06 Station Working Rules: -

(1) In addition to the General Rules for Indian Railways and Subsidiary Rules of a Railway,
each station shall be provided with Station Working Rules applicable to the station, issued under special
instructions.
(2) A copy of the Station Working Rules or relevant extracts thereof shall be kept at
cabins and level crossings concerned.

S.R.5.06 (i) (a)- The Station Working Rules of all stations shall be prepared and issued by
the office ofthe Divisional Railway Manager concerned. Station Working Rules of every station shall
be signed by the Sr. Divisional Operations Manager / Divisional Operations Manager of the divisions
concerned, by the Signal and Tele-communication Engineer in charge of the execution of the
remodelling / new work which has necessitated issue of correction memo / fresh Station Working
Rules and by the Signal and Telecommunication Engineer of the Division concerned. All pages shall
be signed by them with designations.( C. Memo No.4 dated 02.04.07)

They are responsible for ensuring that the Station Working Rules are correct and complete
in all respects. The Chief Operations Manager may, however, be approached for any technical advice
wherever necessary. The Station Working Rules of all stations shall be prepared in the Divisional
office with utmost care and verified at site before issue.

At stations on electrified sections, separate Station Working Rules pertaining to 25 KV

Traction applicable to each station shall also be provided as Appendix-G duly signed by the officers-
in charge of the Electrical Traction Distribution and the traffic branches of the Division.

Note: The Station Working Rule of a Station is a single document and should contain all
the Appendices. Any draft SWR being prepared by the executing agencies (Construction or RE) in respect
of any new works or ongoing works shall include the Appendix-G also at the time of submission of the
document for vetting. The executing agencies may co-ordinate with the concerned Electrical branch for
preparation of the relevant portion of the rules for working of trains in electrified section before
submission of the draft SWR to the divisions.
(C. Memo No. 1 / 2012 dated 09.03.2012)

S.R.5.06 (i) (b): - It is responsibility of the Station Master in-charge to ensure that the
Station Working Rules conform the conditions at site and to bring discrepancy if any, to the notice of
the officers-in-charge of Operating Department of the Division immediately for rectification. He shall
also see that a copy of the Station Working Rules together with the Rule Diagram and Permanent Way
lay out diagram is kept in each Assistant Station Masters Office, Assistant Yard Master‛s Office
and Cabins where block instruments are installed. In addition, he shall keep a spare copy of the Station
Working Rules with Rule diagram and Permanent Way lay out diagram in his custody. Each copy of the
Station Working Rules shall have an index for the correction memo (s) issued. A copy of the Station
Working Rules relating to the working of level crossings shall be kept in the gate lodge.
(C.Memo No. 01/2014 dated 14.07.14)

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5.06 The Station Working Rules file shall contain the following: -

1. A copy of the correct Rule Diagram and Permanent Way lay out diagram indicating Permanent Way
details such as CSR, G radient, level crossings, crossovers, bridges, culverts etc. prepared by Engineering
Branch and signed by the XEN/Dy.CE (CN) or by DEN/Sr.DEN as the case may be.

2. A copy of the Station Working Rules duly signed by the Sr.Divisional Operations Manager /
Divisional Operations Manager of the Divisions concerned, by the Signal and Telecommunication Engineer in
charge of the remodelling/new work and by the Signal and Telecommunication Engineer of the division
concerned.( C. M 4 dated 02.04.07)

3. An index for the correction memo issued with number and date of correction memo and reference
to the page/pages replaced by the correction in the Station Working Rules, wherein the corrected page has
been inserted.

All Station Working Rules shall have a proforma index of correction memo and not more than Five
correction memos may be issued to any Station Working Rules. Whenever a s ixth correction becomes
necessary, fresh Station Working Rules shall be issued, incorporating all the corrections made earlier as also
the proposed correction. Corrections shall be made by replacing a whole page or pages and not by replacing
only a part of a page. If in the process, additional pages become necessary such additional pages shall bear the
same page number, as before, with the additional pages being suffixed with A, B, C, etc. as required.
Important circulars and instructions issued in connection with the reception and despatch of trains
and train passing duties pertaining to the working of the station shall be maintained in a separate file and the
same shall be kept along with the Station Working Rules file for ready reference. (CM 3/2012 dated
11.01.2013)
S.R 5.06 (i)(c) Operating staff connected with train working shall be in possession of the Competency
certificate issued at Multi-Discriplinary Zonal Training Institute / Divisional Transportation Training Centres,
as the case may be, while performing duty at a station. Divisional Operating Officers, Transportation
Inspectors and Station Masters should satisfy themselves that the staff working under them possess
adequate knowledge of rules in their work and are duly instructed regarding all the additions thereto or
alterations thereof.
The Station Master in-charge of a station or the Station Master taking up duty in a shift is
responsible to ensure that Operating staff other than Station Masters posted to the station, permanently,
temporarily or as relief, are permitted to take up independent work only after they declare in the Declaration
Register provided for the purpose, as per the format given under rule SR 5.06(i)(j), that the instructions
have been read over and explained to them and that they have understood their duties and the Station
Working Rules pertaining to their duties at their station.

The Station Master in-charge / the Station Master on shift duty (if Station Master in-charge is not
available at that time) shall also specially make an endorsement that the relevant paragraphs of the working
rules and instructions have been explained to the staff concerned, while certifying each declaration made by
the staff, before they take up duty.

S.R 5.06(i)(d) In the case of station Master detailed for working at a station for train passing
duties , either in regular course or in an emergency, it shall be ensured that he/ she possesses a valid Block
Competency Certificate. The details of the Competency Certificate shall also be recorded in the Declaration
Register by the Station Master concerned along with an endorsement assuring that he /she is competent in
the duties pertaining to reception and despatch of trains at the station before taking up duty. The Station
Master in –charge, if available shall countersign the declaration made by the station master for its
correctness before he / she takes over charge of duty. Incase the Station Master in-charge is not available
the Station Master on shift duty before handing over charge shall ensure that the Station Master taking-
over charge records the declaration as per SR 5.06(i)(j) in the declaration register and then countersign the
same for its correctness affixing the station stamp.

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S.R 5.06(i)(e) The mandatory training to be provided for the Station Master taking up duty at a
station for the first time, may be prescribed by the Sr.DOM of the division as per the guidelines given in
the Operating Manual of the Indian Railways. Training schedule shall be fixed for other operating staff
also by Sr.DOM as per the requirement.

The Transportation Inspector of the section while arranging a Station Master as relief to a station
especially at stations, where steep gradients and special features like slip siding/ catch siding, are
available, shall as far as possible, nominate a Station Master who has worked earlier at that station so that he
is conversant with the working system at that particular station.
S.R 5.06(i)(f) The Declaration Register shall be maintained separately for ‘Station Masters’ and
“Operating staff other than Station Master connected with train working”. Station Masters Each employee
shall affix his /her full signature below the declaration. In the case of staff who cannot affix the signature,
their left hand thumb impression shall be obtained.
S.R 5.06(i)(g) Station Master detailed to work at station on 25KV. AC Traction territory shall
be examined bythe Assistant Electrical Engineer/ Traction Distribution to ensure that they are conversant
with the operation, identification and location of 25 KV. isolators at that station and Special Traction Working
Instructions pertaining to that station. The Station Master before taking up independent duty at the
particular station shall declare that he has read and understood the rules pertaining to 25KV. isolators at that
station concerned in a special register.

S.R 5.06(i)(h) Whenever there is any change in the Station Working Rules, a fresh declaration
shall be obtained from the staff concerned.

S.R 5.06(i)(i) In the case of staff taking up duty at a station after a period of absence of
fifteen consecutive days or more a fresh declaration shall be obtained on every such occasion.
S.R 5.07(i)(j)The declaration is to be effected by train passing staff before taking up duty shall be
in the following format:-
FOR STATION MASTERS

I hereby declare that I am a duly qualified Station Master and I have read and understood
my duties and the Station Working Rules No.………………dated………………….and Correction Memo/s No.
…………………dated………………….(and Special Traction working Instructions No. ………………dated ………… and
Correction Memo/s No.……………dated………………..*) and that I have read and understood the
gradients indicated in the Rule Diagram and other instructions pertaining to my duties
at…………..Station and I affirm that I am competent to receive and despatch trains
Safely.

Signature………………………..
* Wherever applicable. Designation ………………………………. Date ………………

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FOR OPERATING STAFF OTHER THAN STATION MASTERS

The Station Working Rules of this …………………..Station No.……………..dated……………..and Correction

Memo/s No…………..dated……………(and Special Traction working Instructions No. ………………..dated…………
and Correction Memo/s No.…………..dated…………………..*) and the gradients indicated in the Rule Diagram and
other instructions pertaining to my duties at this station, have been read over, translated in ………….and
explained to me today ……………(date) by the Station Master and I have understood the same and my
duties at this station and I affirm that I am competent to perform my duties at this station.

(* wherever applicable) Signature/left Thumb Impression

Date…………………………
Tested and attested by Station Master.......................
Designation…………………

5.07. FORMS:-

(1) All messages and written authorities mentioned in these rules shall be
prepared onprescribed forms laid down in these rules or prescribed under special instructions
and shall be stamped with the station stamp.

(2) If the authorised printed form is not available for any reason or in
exceptional circumstances a manuscript form containing all the particulars as contained in the
prescribed form is issued as an emergency measure, reasons therefor shall be recorded in the
station diary.

S.R.5.07(i)(a) The reason for the issue of manuscript in lieu of printed form shall be
recorded on the manuscript itself in addition to the entry in the diary.
S.R.5.07(i) (b) The Rule 5.07 (2) does not apply to Paper Line Clear Ticker (T/C 1425 and
T/D 1425) and Conditional Line Clear Ticket (T/G 602 and T/H 602). (C. Memo 1 / 2008 (7) dated 10.01.08)

S.R.5.07(ii) When any documents or paper authorities are issued to the Loco Pilot/
Guard of a train, the Loco Pilot/Guard shall sign in full with name in capital letters.
(C.Memo 9 dated 20.02.07)

5.08 Access to and operation of equipment: -

No unauthorised person shall be permitted to have access to or operate signals, points,
electrical block instruments and electrical communication instruments or any other appliances
connected with working of the railway.

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5.09 Reception of a train on an obstructed line: -

(1) In case of reception of a train on an obstructed line, the Station Master shall-

(a) whenever possible, intimate the Loco Pilot through the Station Master of the station in rear that the
train is to be received on an obstructed line;

(b) ensure that the signal or signals controlling the reception of the train are not taken
“OFF”; and
(c) ensure that all the points over which the train has to pass are correctly set and the facing
points locked.

(2) After the train has been brought to a stand at the relevant Stop signal, it may be received on the
obstructed line by-
(a) authorising the Loco Pilot to pass the Stop signal at "ON" by taking "OFF" the Calling-on
signal where provided; or
(b) authorsing the Loco Pilot on the signal post telephone, where provided, to pass the
Stop signal at "ON", in accordance with special instruction; or

(c) authorising the Loco Pilot to pass the relevant signal or signals at "ON" through a written
authority to be delivered by a competent railway servant who shall pilot the train past such signal or
signals.

(3) The train shall be brought to stand at the facing points leading to the reception line until
hand-signalled forward by a competent railway servant.

(4) A Stop hand signal shall be exhibited at a distance of not less than 45 metres from the
point of obstruction to indicate to the Loco Pilot as to where the train shall be brought to a stand.
(5) The Loco Pilot shall keep his train well under his control and be prepared to stop short
of any obstruction.
S.R. 5.09 (i) With regard to Rule 5.09, the Station Master shall ensure the following also :-

(a) The line is clear and free from obstruction upto the point of obstruction on the
intended reception line.
(b) All the points over which the train will pass are correctly set and facing points padlocked
or clamped after personal inspection and padlock or clamp keys are kept under his custody.

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(c) Level crossing gates, if any, are closed and locked against road traffic and gate keys are kept
under his custody.
(d) All conflicting signals are kept at “ON”
(e) No conflicting move is authorised.

S.R.5.09(ii) The written authority referred to in Rule 5.09 (2) (c) shall be issued in
Form T/509. This authority shall be prepared in duplicate. The original shall be handed over to the
Loco Pilot duly obtaining his signature in both the copies.

S.R.5.09 (iii) Procedure for authorizing a train to be received on an obstructed line over
signal post telephone.

1. The Station Master shall ascertain the exact location of the obstruction on the reception
line and advise the same to the Loco Pilot. The Loco Pilot shall be authorised to pass the Stop signal
at “ON” in the following format over the signal post telephone.

Obstruction Message
To
The Loco Pilot of
………………………………………………………………………………………………………………….. ( Train Number
& description) Up/Down ………..date ………….time ……………No ……………….

You are authorised to pass the Up/Down _ _ _ _ signal(s) (Number and

description of Stop signal (s) to be given) at “ON”, cautiously at a speed not
exceeding 15 KMPH and come on to Road Number (in figures)...............(in words)
.............. , which is obstructed. You shall bring your train to a halt at the facing points
leading to the reception line/well short of obstruction (whichever is approached
first) and wait for hand signals for further movement. My Private Number is ............
(in figures)................ (in words) (C. M 9 dated 20.02.07)

2. The Loco Pilot shall record the message including the Private Number in his rough
journal book. This message is the authority for the Loco Pilot to pass the signal (s) at “ON”

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3. The Station Master shall record the message in the Train Signal Register below the entry
for the train. The Station Master on duty who is authorizing the Loco Pilot on the s ignal post
telephone to pass the reception signal(s) at “ON” is solely responsible to see that the reception line
is clear and free from any other obstruction upto the point of obstruction on the intended reception
line and also that all the points over which the train will pass are correctly set and the facing points
are secured with bolt and cotter and padlock or clamp and padlock after personal inspection and the
padlock keys are kept under his custody. He is also responsible to ensure that all conflicting signals
are kept at “ON” and no conflicting movement is authorised by him and level crossings, if any, are
closed and locked against road traffic and the gate keys are under his personal custody. Only after
the above conditions have been fulfilled, the Station Master shall authorize the Loco Pilot over the
signal post telephone to pass the signal(s) at “ON”.

4. This procedure shall be incorporated in the Station Working Rules of the Station clearly.

Note:- With regard to Rule 5.09 (2) (c), the train shall be piloted from the First Stop signal

5.10 Reception of a train on a non-signalled line: -

(1) Should it be necessary, in an emergency, to receive a train on a line which is not

signalled for reception, the Station Master shall ensure that-

(a) the train is brought to a stand at the First Stop signal.

(b) the line on which it is intended to receive the train is clear up to the trailing points or up
to the place at which the train is required to come to a stand;

(c) all the points over which the train has to pass are correctly set and the facing points
locked ; and

(d) the Loco Pilot is authorised to pass the approach Stop signal at "ON‟ through a written
authority to be delivered by a competent railway servant who shall pilot the train on to the non-signalled
line.

(2) The Loco Pilot, while entering a non-signalled line, shall proceed cautiously and be
prepared to stop short of any obstruction.

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S.R. 5.10(i) The written authority referred to in Rule 5.10 (1) (d) shall be in the following form: -

Station ……………………
Authority to enter the Non-signalled/Non-running line No ……………………………
To
The Loco Pilot of Train No ……………………….Up/Down
You are authorised to pass the Outer/Home/Routing signal in the ‘On’ position piloted
by the bearer of this authority and enter the yard cautiously as you will be received on
Non-signalled/Non-running line
No ………………
Time ……………………
Date …………………….
Signature of Station Master with seal

5.11 Departure of a train from a non-signalled line.-

(1) In the event of a train having to be started from a line not provided with a
Starter signal, the Loco Pilot shall be given a written permission to start, provided that such
permission may be dispensed with where a tangible authority to proceed is given to the Loco
Pilot.
(2) The written permission or the tangible authority to proceed referred to in sub-rule
(1) shall not be given unless all the points for the departure of train have been set and the
facing points locked.

S.R.5.11(i) The written authority referred in Rule 5.11(1) shall be issued in Form T/511.
This authority shall be given irrespective of whether a tangible authority to proceed is given to
the Loco Pilot or not. This authority shall also be given for starting a train from a non-running/non-
signalled line. The number of the non-running/non- signalled line from which the train is being
started shall be written on the face of the authority.

S.R 5.11(ii) Whenever the Last Stop S ignal could not be taken 'OFF' in Single line
tokenless sections and in Double line sections, but Line Clear has been obtained through the Block
Instrument, the following endorsement shall be made on the face of Form T / 511.

"Line Clear has been obtained through the Block Instrument from ---------- station".

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5.12 Departure of a train from a line provided with a common departure signal.

(1) In the event of a train having to be started from a line out of a group of lines provided
with a common departure signal, the Loco Pilot shall be given a written permission to start in addition to
the authority to proceed under the system of working.

(2) The written permission and the authority to proceed referred to in sub rule (1) shall not
be given unless all the points for the departure of the train have been set and the facing points locked.

S.R.5.12(i) The written permission referred to under GR 5.12(1) shall be in Form T/512.
5.13 Control of shunting :-

(1) Shunting operations shall be controlled by fixed signals or hand signals or by verbal
directions.

(2) The Loco Pilot shall not, however, depend entirely on signals and shall always be
vigilant and cautious.

(3) The speed during shunting operations shall not exceed 15 kilometres an hour unless
otherwise authorised by special instructions.

S.R.5.13(i) During shunting, whenever necessary, the Loco Pilot shall also obey the hand
signal of the person conducting shunting.

S.R.5.13(ii) The person in-charge of shunting shall ensure that the engine with or without
vehicles/wagons is standing clear of the signal before it is taken “Off”. After a forward move on
Shunt signal, if it is required to back the train, it shall be ensured that the train is standing clear of
the Shunt signal which governs the backward move. If it is not possible to comply with the above
provision due to the particular line already occupied by some vehicles or due to any other reason,
the Station Master shall authorize the backward move on the prescribed form keeping the Shunt
signal at “On” but shall score out the words “observing a ‘Proceed‛ hand signal at the signal” printed in
the form and add his initials at the end. Wherever Lock Bars are provided they shall be operated
to lock the facing points during shunting.

S.R.5.13(iii) Wherever Stop signals are working in conjunction with “Shunting

Permitted Indicators”, the “Shunting Permitted” indication shall take the place of the
prescribed form to pass such Stop signals at “On” but a “Proceed” hand signal shall always be
shown at the foot of the signal in respect of the movement controlled by the “Shunting
Permitted Indicator”. When “Shunting Permitted Indicator” becomes defective the
prescribed form (T.370) shall be issued to the Loco Pilot along with a “Proceed” hand
signal at the Stop Signal. Instruction regarding the working of the “Shunting Permitted
Indicator” shall be given in the Station Working Rules.

Note: - The Stop signal shall be taken “Off” for the movement controlled by the signal and
for which the “Shunting Permitted” indication will not be shown; in such cases, if the signal has
to be passed at “On” the Station Master shall issue to the Loco Pilot the prescribed form and
arrange for a “Proceed” hand signal to be shown at the signal.

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S.R.5.13(iv) No engine should be allowed on any running line at a station occupied by a train
carrying passengers, except the train engine (or) banking engine (or) shunting engine required to
perform shunting on that particular train. The movement of such an engine should be permitted only
under the control of the person in-charge of shunting.

S.R.5.13(v) When shunting is to be done for attaching or detaching locomotives/coaches/

wagons, the engine must first come to a halt 20 metres away from the train/part of the train and
move thereafter. Similarly, the train engine when being attached shall also come to a stop 20
metres away from the train and then proceed very cautiously.

5.14 Responsibility for shunting:-

The Station Master shall see that the shunting of trains or vehicles is carried on only at such
times and in such manner as will not involve danger.
S.R.5.14(i)(a) All shunting operations involving full trains and stabling of material/
departmental trains shall be supervised by the Guard of the train personally at all stations. In
regard to other shunting operations connected with his train, the Guard shall personally
supervise in accordance with the instructions issued by the Station Master, only at those
stations where special shunting staff such as Shunting Masters (C. Memo. 3 / 2009 dated
16.07.09) or corresponding officials are not employed. When there is no special shunting staff or
Guard, the Station Master shall supervise shunting operations.

(b) Vehicles containing passengers shall not be removed for shunting purpose without
the personal instructions of the Station Master, who shall satisfy himself that necessary
precautions are taken to prevent accidents either to the passengers in the vehicles or to those
attempting to get into or out of them under the impression that the train is being started. This
rule also applies to shunting performed on a line on which trains or vehicles containing passengers are
standing.

(c) If two or more hand signals are in use, the Loco Pilot shall stop at once if
the signals are contradictory.
(d) The movements of an engine in the traffic yard enroute from the shed to the station
for being attached to a train formation, and back to the shed after being detached from its train
formation, are reckoned as shunting operations for the purposes of Rule 5.14.
S.R. 5.14 (ii) (a) (1) When a part of a passenger or mixed or goods train or a complete train
is being shunted or when any vehicles containing passengers is being shunted, the facing points shall
be locked during shunting operations at all interlocked stations, where interlocking so permits.

(2) When a part of a passenger or mixed or goods train or a complete train is being shunted
orwhen any vehicle containing passengers is being shunted, facing points shall be locked during
shunting operation at all non-interlocked stations. At such stations, unless other means of locking
the points such as plunger type locks are provided, either bolts, cotters and padlocks or point
clamps and padlocks shall be used for locking the points for movements in the facing direction.

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(b) In the case of shunting of vehicles not containing passengers, locally worked points
shallbe manned and held for all movements in the facing direction. Where this is not practicable,
specific exemption shall be incorporated in the Station Working Rules. This does not, however,
apply to locally worked points with spring levers.

S.R 5.14(iii) The person in-charge of the points or series of points shall be held responsible
for seeing that they are correctly set and, when required, the facing points are also locked,
before any movement is allowed to be made over them.

S.R 5.14(iv) When shunting during high winds, the special precautions laid down in Rule 5.20
for shunting on steep gradients shall be observed at all stations, whether situated on a gradient or
not.

S.R 5.14(v) Hand shunting by persons who are not the employees of the railway shall only
be performed under the orders or supervision of a responsible railway servant.

S.R 5.14(vi) Except in unavoidable circumstances, vehicles in the act of loading, unloading or
undergoing movement of load shall not be shunted; and if it is necessary to shunt such vehicles,
care shall be taken to see that the loads in them are evenly distributed, as far as possible, before
the shunting is commenced.

S.R 5.14(vii) Whenever, under the provisions of S.R. 5.01 (v) the second train has to be
backed on to the platform line from the outermost trailing points, the following precautions shall
be observed:-

The Station Master shall display or arrange to display a Stop hand signal from the
platform, in the rear of the first train towards the second train which is standing clear of the
outermost trailing points, until the first train has actually left the station and the line is
sufficiently clear to enable the second train to be backed and berthed. The second train shall be
backed on to the platform line only after the first train has been despatched unless the
platform is long enough to accommodate both the trains. The Guard of the second train also is
responsible for satisfying himself that the points are correctly set and locked for this train to be
backed on to the platform line. The Guard shall remain in the brake-van and exhibit "Proceed” hand
signal to the Loco Pilot continuously. The absence of “Proceed” hand signal means Danger and
the Loco Pilot shall stop at once. The Guard shall apply his hand- brakes when necessary.

S.R 5.14(viii) The movement of an engine from the Loco Shed to the Traffic yard. - At
those stations where engines are not piloted or proceed on Line Clear, from the Bahar line to the
Traffic Yard-shall be governed by Stop Boards and hand signals. Stop Boards shall be erected at
the Bahar line with the following legend:-
“Stop and proceed at 10 kilometres an hour. Lookout for
hand signals and be prepared to stop in case of obstruction”.
Engines from the shed shall proceed up to the Stop Board and thereafter proceed on traffic hand
signals, whether on to an occupied or free line.

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S.R 5.14(ix) When an engine leaving the Loco Shed to the Traffic yard is meant to work
a passenger train, the following precautions shall also be observed:-

(a) The Cabin Assistant Station Master shall at first ascertain from the Station Master
on duty the number of the line on to which the engine is to be admitted.

(b) The Station Master on duty shall at first personally satisfy himself about the
condition of the line on to which the engine is to be admitted and then phone to the Cabin Assistant
Station Master the number of the line on to which the engine is to be admitted, at the same time
communicating a Private Number to the Cabin Assistant Station Master in confirmation of his
nomination.
(c) The Station Master on duty, before admitting the engine on to the nominated line
shall personally make himself certain that the passenger train or rake on the line on to which the
engine is to be admitted, is stationary.

(d) The Station Master on duty and the Cabin Assistant Station Master shall record the
exchange of telephone messages and of Private Numbers in a register to be specially maintained by
each for this purpose.

(e) The Station Master on duty shall take the other necessary precautions as prescribed
under General Rule 5.14 and Subsidiary Rules There under.

S.R. 5.14 (x) When an entire train is shunted, the Guard shall travel in the brake-van.

5.15. Shunting at stations under Centralised Traffic Control: -

(1) No shunting shall be performed at a station under Centralised Traffic Control without the
permission of the Centralised Traffic Control Operator or when Centralised Traffic Control is not in
operation, without the permission of the Station Master.

(2) For the purpose of shunting, the Centralised Traffic Control Operator may, when
required, hand over the local control of working of traffic at a station or part of a station to the Station Master
who shall thereafter be responsible for the shunting at the station or that part of the station for which the
local control has been made over to him in the manner prescribed under special instructions.

S.R.5.15 (i) A train shall not be backed after it has entered the block section, without the
prior permission of the controlling station, whenever Centralised Traffic Control working is not in
force.
S.R.5.15 (ii) If a train has to be backed, the Loco Pilot shall proceed cautiously at a speed
not exceeding 10 kilometres an hour and use engine whistle frequently. The Guard shall remain in the
brake-van, exhibit “Proceed” hand signal to the Loco Pilot and also keep a sharp look-out. He shall also
be ready to apply his brakes, if necessary. The Guard shall also depute a qualified person to proceed
ahead with hand signals on foot with instructions to exhibit “Stop” hand signal as necessary. In
thick, foggy or tempestuous weather impairing visibility, the Guard shall depute an additional
competent railway servant with fog signals ready for immediate use.

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5.16. Shunting during reception of trains: -

When signals have been taken "off‟ for an incoming train on to a line which is not isolated,
no shunting movement shall be carried out towards points over which the incoming train is to pass.

S.R. 5.16 (i) Shunting during reception / despatch of trains:- When signals have been taken "off‟ for an
incoming / outgoing train on to / from a line which is not isolated, no shunting movement shall be carried
out towards the points over which the incoming / outgoing train is to pass, except at stations where
frequent shunting movements take place, and where such points are protected by a Stop signal or by a
Shunt signal or by a Stop board, subject to compliance of the following precautions:-
a) The shunting shall be carried out under the supervision of authorized competent railwayservant.
b) The rake shall be fully vacuum / air braked.

c) The maximum speed during shunting operations shall not exceed 15 Kmph.
The provision to perform such shunting shall be incorporated in the SWR of the concerned stations.
(C.Memo No.2/2013 dated 04.06.13)

S.R. 5.16 (ii) While arranging crossing of three trains with only two running lines, the train
shunted out to make room for reception of the third train shall be berthed outside the adequate
distance required for receiving the third train on signals. In case the train shunted out is likely to pass
beyond the first Stop signal referring to trains in the opposite direction, the section shall be “blocked
back.”
S.R. 5.16 (iii) Whenever there is a crossing of two or more trains at a station, the Loco
Pilots of the second and subsequent trains shall sound their engine whistles frequently, while entering or
leaving the yard, and keep a sharp look-out to avoid accidents.

5.17. Shunting near level crossing: -

The Railway servant in-charge of shunting near or across a level crossing, before giving
permission to the Loco Pilot to move his train across it, shall ensure that the level crossing gates have
been closed and locked against road traffic.
S.R.5.17 (i) Gate Stop signals protecting level crossings inside station limits shall be taken
“off” for shunt movements past them.

5.18. Drawing of a train to an advanced position:-

(1) A train waiting for an authority to proceed shall not be allowed to draw out upto an
Advanced Starter for despatch, except where track circuit or Axle Counter has been provided between
the Starter and Advanced Starter to indicate the presence of a train in advanced position.

(2) The provision of sub rule (1) shall not apply in case of shunting of a train within
the station section itself.

5.19. Obstruction of running line: -

(1) No railway servant shall commence any loading, shunting or any other operation by which a
running line may be fouled or obstructed without obtaining the previous sanction of the Station Master
or of other railway servant nominated in his behalf under special instructions, who shall see that all
necessary steps are taken for the protection of traffic while such operation is being carried on and the
necessary signals are kept at “ON‟ until obstruction is removed.

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(2) A sand hump or snag dead end shall not be obstructed for any purpose and when it has
become obstructed, it shall cease to be a substitute for the adequate distance for the purpose of taking
‘Off’ signals.
S.R.5.19 (i) If, at a non-interlocked station, it becomes absolutely necessary to stable a
vehicle (or vehicles) on a running line, it shall in addition to being secured in accordance with Rule
5.23 be also protected by setting and padlocking the points at either end, against the concerned
line. The keys (one in each ring) shall be kept in the personal custody of the Station Master. The
fact of the line having been so occupied shall be recorded in red ink in the Station Dairy and the
Train Signal Register, clearly indicating therein the time from which the line is occupied.

S.R5.19 (ii) If all the lines at a station happen to be blocked, when Line Clear has been
granted to a train, the points should be set for the line occupied by a stabled load or a goods train
in that order so that, in case of mishap, the chances of casualties are minimized. In case all the
lines at a station are occupied by passenger trains, points should be set for a loop line, to negotiate
which the speed of the incoming train would be reduced which, in turn would minimize the
consequences/casualties. While doing so, points may be set for a loop occupied by a train, if any,
whose engine is facing the direction of approach of the incoming train rather than for the loop line
occupied by a train where a passenger coach will, in case of collision, receive the impact.

Note:- The above precautions shall be taken in addition to the observance of

other precautions like use of Lever Collars etc.

S.R.5.19 (iii) Collars for use on signal levers and slot levers.- With a view to ensure safety in
working, the following kinds of lever collars according to requirements are provided for the lever
frames at stations. These collars shall be placed on the handles of Stop signal levers and slot levers to
prevent the catch handles being released and thus serve two purposes Viz:-
(i) to prevent the lever being pulled; and
(ii) to give a visual warning to the operator that a particular running line is occupied or
otherwise obstructed

(a) Collars bearing the words “Line Blocked” – These are intended for being kept fixed
on the handles of levers working points and signals, and slots for a line on which a train or vehicles
is left standing or which is otherwise obstructed. These lever collars shall also be used when a train
stops at a station to cross or give precedence to another train or trains in the ordinary course. The
collar shall be removed only when the line has been cleared.

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(b) Collars bearing the words “Staff working” or “Power Block in force”-. This is intended
for being kept fixed on the lever controlling the gear on which the staff are working or when
“Power Block” is in force to serve as a reminder to the operator, prior to operating the lever. The
operator shall satisfy himself that the staff who are working on the gear have been warned and
that they are clear of the gear or the “Power Block” is cancelled before removing the collar to
operate the lever.
(c) Whenever the block section is obstructed due to track work or overhead
equipment work, the collar bearing the words “Line Block” shall be fixed on the Last Stop signal
lever till the work is over.

S.R.5.19(iv)Collars for use on Station Master‟s Control Instruments. - Collars bearing

the word “Line Blocked” according to the size of the locking frame are provided for the Station
Master's Control Instruments. These collars are to be used by the Station Masters on the relevant
Slide Control or the Station Master‟s Key control in the same way and for the same purpose for
which lever collars are used on the handles of levers in the cabins.

5.20. Shunting on gradients:-

When shunting is being performed on a gradient, the railway servant in charge of the shunting shall
ensure that:-

(a) sufficient number of brakes are put on, sprags are used, where necessary,
slip siding points or traps, where provided, are set to ensure safety and that all precautions are taken to
prevent vehicles getting out of control, and

(b) in case of shunting over a portion of line on steep gradients, neither isolated
nor protected by slip sidings; an engine is also attached towards the falling side of the gradient.

Note:- For purposes of this rule a steep gradient shall be 1 in 260 or steeper except in case
of vehicles fitted with roller bearings, when it shall be 1 in 400 or steeper.

S.R. 5.20 (i) Hand shunting of vehicles occupied by passengers is strictly prohibited.

S.R. 5.20 (ii) Hand shunting shall not be done once Line Clear has been given for a train,
unless such line is isolated from the running lines. If hand shunting is in progress, Line Clear shall not
be given for any train until it is completed

S.R.5.20 (iii) Hand shunting of wagons/vehicles may be permitted when the station
section is on a gradient flatter than 1 in 400 on the following conditions:-

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(a) The layout of the yard shall be such that no vehicle/wagon can escape into the
block section.
(b) The Station Master or an authorised railway servant shall personally supervise
shunting.
(c) Not more than one bogie or two units shall be moved a time.
(d) The vehicle/wagon shall be fitted with a hand brake in good condition.
(e) It shall be manned by a competent railway servant to apply hand brake as and
when necessary.
(f) The wagon shall be moved at a speed not exceeding 5 kilometres an hour.

S.R.5.20 (iv) Hand shunting of wagons/vehicles on gradients 1 in 400 or steeper is

totally prohibited.
S.R.5.20 (v) When a wagon has to be hand shunted outside station section.-
(a) It shall be done only after blocking the section.
(b) No such hand shunting shall be done on or near gradients steeper than 1 in 600
except with the permission of the Divisional Railway Manager.
(c) The hand brakes of the wagon shall be tested for its effectiveness before hand
shunting is commenced.
(d) A competent railway servant shall man the brake to apply it as and when necessary.
(e) Not more than one bogie or two units shall be hand shunted at a time.
(f) Such wagons shall be accompanied by not less than four men per unit wagon.
(g) The wagon(s) shall be hand shunted at a speed not exceeding 5 kilometres an hour.
(h) A responsible railway servant shall always supervise shunting.

S.R.5.20 (vi) (a) On double line, hand shunting of wagons between lay-byes and running
lines for the purpose of loading or unloading is prohibited.
(b) On single line, when a wagon has to be hand shunted from a lay-bye to a running line
within the station section for the purpose of loading or unloading, the Station Master or the
authorised shunting staff shall be present throughout the whole operation and ensure proper
conduct of shunting and securing of the wagon back in the lay-bye. While stabled on the running
line, the hand brakes of the wagon shall be applied and the wagon shall be secured by a safety
chain fastened to the rail and padlocked. Necessary entries in red ink shall be made in the
Station Diary and Train Signal Register.

S.R.5.20 (vii) Wagons shall not be loose shunted on or to running lines at stations which are
on agradient steeper than 1 in 600 at any place within the station limits unless the following
precautions are observed:-
(a) An engine in steam or atleast six goods wagons with brake-van attached shall be kept
standing on the line to prevent the loose shunted wagon from escaping. The stationary wagons shall
be coupled together and shall have their brakes applied and the brake-van shall be manned. Only
one bogie or two units shall be loose shunted at a time.

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(b) No Wagon shall be loose shunted unless provided with a hand brake or unless it is
attached at least to one other wagon fitted with hand brake in good condition. The hand brake
shall be examined before performing loose shunting. A loose shunted wagon shall be accompanied by
a man to apply the hand brake when necessary.
(c) When wagons are loose shunted in the yard or from running line to an untrapped line
in a yard which leads to a running line, the railway servant in-charge of shunting shall ensure that
the wagons do not escape from the yard and obstruct running lines.

5.21. Loose shunting:-

Cranes, vehicles containing passengers, workers, explosives, dangerous goods or livestock or

any other vehicle that may be specified under special instructions, shall not be loose shunted and no
loose shunting shall be made against them.

S.R.5.21 (i) Loose shunting means vehicles/wagons being pushed by an engine and being
allowed to run forward unattached on to a particular line.

S.R.5.21 (ii) Loose shunting is prohibited in the following cases also:-

(a) Dead engines, (b) I.S.M.D. loads (c) Wagons with defective hand brake, (d) Wagons loaded with
heavy machinery, (e) Vehicles containing articles mentioned in the Indian Explosives Act including
petrol and oil tank wagons, (f) Damaged vehicles, (g) BOX, BOB and other wagons of this type, (h)
Wagons containing fragile goods (i) coaching vehicles, (j) Track Maintenance machines and (k) Tower
wagons.
S.R.5.21 (iii) “Fly shunting” is a shunt movement in which two or more vehicles/wagons to be
moved, after being given an impetus by an engine (with or without other vehicles/wagons attached) are
separated at the points, by the points being reversed smartly between the vehicles/wagons, in order to
send them on to different lines, Except at hump yards, fly shunting is strictly prohibited.

5.22. Leaving vehicles in sidings outside station limits. –

No railway servant shall leave any vehicle in a siding outside station limits, unless the vehicle is clear of
all running lines and, except under special instructions, unless the wheels thereof are properly secured.

5.23. Securing of vehicles at stations. –

The station Master shall see that vehicles standing at the station are properly secured in
accordance with special instructions.

S.R.5.23 (i) Station Masters are responsible for seeing that vehicles/wagons standing at
their stations are secured in such a manner that they cannot be moved so as to obstruct the
running line.

S.R.5.23 (ii) Vehicles/Wagons standing on a running line / siding shall be coupled together
and all hand brakes shall be applied. Vehicles/Wagons standing on running line shall be coupled
together and hand brakes applied as per S.R4.48 (ii). They shall be placed inside fouling marks,
scotch blocks, derails, derailing switches or trap points where provided. If the siding/running line is
not trapped, or if the trapping arrangements are temporarily suspended, or if the siding/running line
is situated on a gradient steeper than 1 in 600 or if the vehicles stabled are not fitted with hand
brakes, or during high winds the vehicles/wagons shall in addition, be secured with safety chains
fastened to the rail and padlocked.

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S.R.5.23 (iii) All cross-overs which give access to running lines shall be kept clear of vehicles,
Scotch blocks and Haye‟s derails, not coupled with points, shall be locked across the rail.

S.R.5.23 (iv) Vehicles detached from trains or waiting to be attached to train shall be
coupled together and all hand brakes shall be applied. Vehicles not fitted with hand brakes shall be
secured with safety chains fastened to the rail and padlocked. The hand- brake of brake-vans of
passenger rakes shall be screwed down. At night the side and tail lamps of vehicles at both ends
shall be switched “ON”. Where side and tail-lamps are not provided, a hand signal lamp showing red
light shall be exhibited in both the Up and Down directions.
S.R.5.23 (v) If, for some reason, any vehicle is allowed to remain on a running line for some
length of time, a clear remark in red ink shall be made immediately in the Train Signal Registers
indicating the time and the number of the running line on which it is detained. A record of the
blocking of the running line shall be made in the Station Diary also and later, the time, when the
vehicle is removed and the running line cleared of obstruction shall be indicated in the Train Signal
Registers and the Station Diary.
S.R.5.23 (vi) At Stations where Cabin Assistant Station Masters are in-charge of
cabins, the Station Master on duty shall also advise the Cabin Assistant Station Master of the time at
and the number of running line on which any vehicle has been allowed to remain, confirming the same by
an exchange of Private Numbers with each Cabin Assistant Station Masters exchange of Private
Numbers with each Cabin Assistant Station Masters The Cabin Assistant Station Masters should also
exchange Private Numbers mutually between themselves.
When the vehicle is removed off the running line, the Station Master on duty shall again
inform the Cabin Assistant Station Masters, and exchange Private Numbers with each Cabin
Assistant Station Master. In a similar manner, Cabin Assistant Station Master shall also exchange
Private Number amongst themselves.

S.R.5.23 (vii) Securing of wagons/ vehicles fitted with roller bearings .- Whenever one or
more wagon-vehicle fitted with roller bearings are detached from a train and stabled on a running
line or siding on a track with a gradient of 1 in 400 or steeper, before such wagons are uncoupled,
the hand-brake shall be applied. Sprags or wooden wedges shall also be used to prevent such
wagons rolling down. Wherever possible, such wagons shall be stabled on lines which are isolated
from other running lines. When these wagons are kept on running lines, the Station Master On duty
shall ensure that all points are set, clamped and padlocked against these lines keeping the key in his
personal custody.
Whenever such wagons are stabled within the protection of a dead end siding or slip siding
or derailing switch etc., they shall be secured by pinning down atleast six hand brakes at each end
of the load fastening safety chains on either end under the personal supervision of the Station
Master/Guard of the train.

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CHAPTER VI

ACCIDENTS AND UNUSUAL OCCURRENCES

6.01 Accident or obstruction:-

(1) When a report of any accident or obstruction is received by the Station Master, he shall
see that all necessary precautions are taken by the most expeditious means possible, for the
protection of traffic.

(2) If an accident happens to a train, the Station Master shall arrange for all necessary
assistance to be sent to the train.

(3) The Station Master shall, as soon as practicable, report each accident in accordance
with special instructions.

S.R.6.01 (i) When Station Master receives information regarding an accident or obstruction
or any condition which is likely to endanger safe working of trains on a section, he shall immediately
apprise the Station Master of the adjacent station, Controller on duty and all concerned, by
telephone and take further action for prompt relief and assistance.

S.R.6.01 (ii) (a) If trains can be passed over such a section without endangering
safety, the Station Masters shall issue Caution Orders, with the necessary information to Loco
Pilots of trains entering the section from either end, in accordance with Rule 4.09.
(b) If the passing of trains over such a section is considered dangerous to safety and
should be prevented, the Station Master shall not allow any train to enter such a section, from
either end, until advice is received from a responsible Engineering official that the section is safe
for the passage of trains.

(c) “Rail fracture” or “Weld failure” should be treated as an obstruction and track
protection should be arranged till the obstruction is cleared and a “fit certificate” is issued by an
Engineering Official not below the level of Track man. Gate keepers of Engineering LCs are also
authorized to attend to emergency repairs in case of Rail Fracture / Weld failure and issue a Fit
certificate'. Such a Fit Certificate shall be issued by Engineering Official after completing the
necessary emergency repairs by provision of fish plates/screw clamp (with or without rail closure),
adjusting sleepers close to the rail fractures/weld failure and spiking. Once the emergency repairs
have been completed to permit train

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Chapter - VI ACCIDENTS AND UNUSUAL OCCURRENCES

movements over the spot safely, the obstruction shall be deemed to have been removed on
the issue of fit certificate by the authorised Engineering Official. The speed of all trains
over the fractured rail / failed weld where emergency repairs have been completed and “fit
certificate” issued by the authorized Engineering Official shall not exceed 20 KMPH raising of the
speed upto 30 KMPH may be authorised subsequently by the JE / P.Way or SE / P.Way after
his inspection, execution of temporary repairs and certification. The normal speed may be
restored after the completion of the permanent repairs.

NOTE:-
In the case of fracture of fish plates / combination fish plates, an Engineering Official not below
the rank of Trackman or a Gate Keeper of an Engineering LC is authorised to replace the defective
fish plate and to certify the track as fit for passage of trains with SR of 20 Kmph.
(C.Memo No. 1 / 2012 dated 09.03.12)

(d) In electrified section, an obstruction shall also be deemed to mean any masts
(assemblies), broken droppers, snapped catenary/contact wire fouling the vehicle gauge or the
movement of the pantograph of electric rolling stock. Such cases shall immediately be reported to
the Traction Power Controller or to the Station Master of the nearest station. No further
movement of trains shall be permitted to take place in the section until certified by the Traction
Power Controller or Traction Distribution Supervisor.

S.R.6.01 (iii) When an assisting train or engine is ordered in these circumstances, it shall
run as an untimed-hour special, on Line Clear, upto the station at the near end of the obstructed
section; but it shall enter the obstructed section on the “Authority to proceed without Line Clear”.

S.R.6.01 (iv) The official in-charge of the relief operations shall arrange for the clearance
of the obstruction. On removal of obstruction the speed at which through running is to be resumed
shall be advised by the concerned Engineering/Electrical Official as the case may be. On receipt of
this written advice, the Station Master shall resume traffic, advising all concerned.

6.02. Working in case of accident or failure of communications.-

In case of accident to the line or to any train, or failure or interruption of communications, or in

an emergency, trains shall be worked between stations in accordance with special instructions.

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S.R 6.02 (i) Rules and regulations for sending a relief engine/train into an occupied
block section
(1) When the block section is obstructed due to reasons such as accident, engine failure or
any other reason, any number of relief trains/engine may be sent into the obstructed block
section from either end as may be necessary and the Loco Pilot of such trains shall be issued with
Block Ticket to proceed without line clear‟ in form T/A 602.

In the event of the block section being totally obstructed by the Engineering Department,
only material trains, motor Trolleys, dip lorries, wiring trains and other departmental trains are
permitted to enter the section, on the authority of T/A602.

(2) Before preparing this authority, the Station Master shall examine the Train Signal
Registers,Train Message Books, Working Time Tables, Train Notice Register and Caution Order
advices and also contact Control and the Station Master at the other end.

(3) This authority shall be prepared in triplicate clearly and legibly. All columns shall be
completely and correctly filled without alteration or mistakes. It shall be signed in full by the
Station Master. In case of any error, the word “Cancelled” shall be written across it and a fresh
authority shall be prepared and issued. The cancelled authority shall be retained in its place or
pasted on the triplicate copy, if already detached.

Note: The location of the obstruction or the engine/brakevan/first vehicle/last vehicle shall be
mentioned in Clause 2 of “Block Ticket to Proceed without Line Clear” in Form T/A 602.

(4) The Guard and Loco Pilot shall examine this authority carefully and ensure that all
columns are completely filled in without any mistake or alterntion in any of the entries, that the
date, station names and the number and description of the train are correct and it is signed in full
by the Station Master. If any error is detected, it shall be returned to the Station Master and a
fresh authority shall be obtained.

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(5) All trains shall be stopped at the station for the purpose of issue of this authority.

(6) All the entries relating to the train dealt on this authority shall be made in red ink
in Train Signal Register.

(7) When a train arrives at the station with this authority, the Station Master shall
enter the number and description of the train and the time of its arrival in Train Signal Register,
obtain the signature of the Guard or the Loco Pilot in the case of light engine against the entry for
the train and then exchange message as per clause (9) below.

(8) If the train returns to the starting station, the Station Master shall comply with the
provisions of clause (7) above and make the relevant entries in Train Signal Register on the line
referring to the train.

(9) For each train clearing section at either end of the block section, the Station
Master shall exchange the following messages.

No …………………………….
My /Your Private Number……………Train (No …………and description),
…………….cleared section here at …… Hrs.……mts.

No ………………
My /Your Private Number……………understand Train (No …………and
description), ……………. cleared section at yours at …… Hrs.……mts

(10) On both the single line and double line sections, the speed shall not exceed 15
kilometres an hour during day when view ahead is clear and 10 kilometres an hour during night or
when view ahead is not clear.

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(11) Any other cautions available in the block section shall also be mentioned in this
authority.
(12) In thick, foggy or tempestuous weather or in dust storm, Loco Pilot shall proceed
at walking speed whistling repeatedly, preceded at an adequate distance by one man on foot with
hand signals on double line sections and by two men on foot one displaying red light and the other
carrying fog signals ready for immediate use on single line.

(13) Both by day and night, train shall be piloted by a railway employee equipped with
hand signal and detonators through tunnels

(14) During night, if the engine is not fitted with electric head light or if the electric
head light is not in working order, the train or the light engine shall be preceded at an adequate
distance by a railway servant carrying detonators and exhibiting a red light ahead to stop any
approaching train.

(15) A sharp look out shall be kept at all times and the Loco Pilot shall be prepared to stop
short of any obstruction.

(16) When approaching the station ahead, the Loco Pilot shall bring his train to a stand
in rear of First Stop signal on single line sections and sound one ling continuous whistle. When the
train is running in the wrong direction, the Loco Pilot shall bring his train to a stand opposite to the
First Stop signal pertaining to the correct line or the Last Stop signal pertaining to the wrong line
on which he is running whichever he comes across, first and sound one long continuous whistle.

If no one turns up from the station within 10 minutes, he shall send his assistant
immediately to the station of the cabin to inform the Station Master or Cabinman of the arrival of
the train. The train may be received by taking off the reception signals.

(17) The working of trains on this authority shall be discontinued and the normal
working resumed when the cause for the issue of this authority no longer exists.

(18) The Station Master who issues this authority shall make a special report of the
circumstances under which it was issued to the Divisional Railway Manager (Traffic).

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S.R. 6.02 (ii) Rules and regulations for working of trains during total interruption of
communications on single line

(1) In the event of total interruption of communications occurring between two adjacent
block stations i.e. when Line Clear cannot be obtained by any one of the following means stated in
order of preference viz.
(a) Block Instruments, Track circuiting or Axle counters;

(b) Telephones attached to Block Instruments;

(c) Station to Station fixed telephones wherever available

(d) Fixed telephone such as Railway Auto Phones and BSNL phones.
(e) Control Telephone;

(f) V.H.F set under special instructions, but not as the sole means of
communication on sections where passenger trains run.

The instructions laid down as under, shall be followed for working trains between block stations.
(C.M. No. 8 dated 29.01.07)

Note: These instructions shall also be followed whenever during total interruption of
communications and an accident to a train or track or other obstructions precludes the use of
one of the lines on a double line section
(2) The Station Master who has a train to despatch through the affected block
section shall open communication by establishing contact with the Station Master of the block
station at the other end of the affected block section by sending an engine or self-propelled
vehicle or any other vehicle given below, in the order of preference laid down:-

(i) Light engine;

(ii) Train engine, after it is detached from the train by the Loco Pilot on
instructions from the Station Master on duty;
(iii) Motor Trolley/Tower Wagon duly accompanied by a Guard or by a Station Master
other than the Station Master on duty;

(iv) Trolley/Cycle Trolley/Moped Trolley duly accompanied by a Guard or by a Station

Master other than the Station Master on duty;

(v) Diesel car/Rail Motor Car/EMU Rake after ensuring that all passengers have detrained.

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(3) Before the Light Engine/Train Engine/Motor Trolley/Tower Wagon/ Trolley/Cycle

Trolley/Moped Trolley/Diesel Car/Rail Motor Car/EMU Rake is sent into the affected block section
to open communications, the Loco Pilot/Motorman/ Guard/Station Master being sent to do so shall
be advised by the Station Master on duty of the circumstances in which and the purpose for which
he is being sent. The Station Master on duty shall also satisfy himself that the Loco Pilot/
Motorman/Guard/Station Master being sent to open communications, thoroughly understands the
rules of working of trains during total failure of communications on the single line. If the Loco Pilot/
Motorman/ Guard/ Station Master who is being sent to open communications, is not conversant with
the Rules for working of trains during total failure of communications on single line, the Station
Master on duty shall explain these rules to such staff. The Station Master on duty shall also obtain
the signature of the Loco Pilot/Motorman/Guard/Station Master on "Authority for opening
communication during total interruption of communication on single line section", in token of such
staff having fully understood the circumstances in which and the purpose for which he is
being sent and the rules for working of trains during total failure of communications on single
line.

4.1 Before despatching the Light Engine/Train Engine/Motor Trolley/Tower Wagon/

Trolley/Cycle Trolley/Moped Trolley/Diesel Car/Rail Motor Car/EMU Rake, the Station Master on
duty shall hand over “Authority for opening of communication during total interruption of
communication on single line section‟ (T/B602) to the Loco Pilot/Motorman/Guard/Station Master
who is being sent to open communications, which includes:-

(i) An “Authority to Proceed Without Line Clear”.

(ii) A Caution Order, specifying the speed upto which the engine or self
propelled vehicle referred to in para 2 may run to the affected block section.

(iii) An Authority to pass the Last Stop signal in the “ON” position in case there is a last
Stop Signal at the station.

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(iv) A Line Clear Enquiry message addressed to the Station Master of the block
station at the other end of the affected block section asking for Line Clear for the train waiting
to be despatched to his station.

(v) A conditional Line Clear message to the Station Master of the block station at the
other end of the affected block section permitting him –

(a) To return the Light Engine/Train Engine, either light or attached to a train
waiting to be despatched from his station, or attached with another engine; or

(b) To return Tower Wagon/Diesel Car/Rail Motor Car/EMU Rake running by itself; or

(c) To return Motor Trolley/Cycle Trolley/Moped Trolley either running by itself or

loaded in a train waiting to be despatched from his station.

4.2 The Line Clear Enquiry message asking Line Clear for the trains to be despatched
through the affected block section, and the Conditional Line Clear Message for the return journey
of the engine or self propelled vehicle or other vehicle referred to in para 2, as the case may be,
shall be written out, on the prescribed form T/B.602 (in case of one train) or T/E.602 and T/
B.602 (in case of more than one train) respectively for being sent through the Loco Pilot/
Motorman/Guard/Station Master going to open communications, and these messages shall also be
entered in the Line Clear Books.

(i) The Line Clear Enquiry Message shall be worded as follows:-

Message No. On return of * will line be

clear and kept Clear for Train No. waiting to
proceed?

* The particulars of the engine either returning in light or attached to a train or

attached to another engine/Tower Wagon/Diesel Car/Rail Motor Car/EMU
Rake/Motor Trolley or trolley or Cycle Trolley or Moped Trolley running by itself
or loaded in a train, as may be applicable, shall be correctly filled in while
preparing the form.

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4.3 The Loco Pilot/Motorman/Guard/Station Master going to open

communications shall, on receipt of "Authority for opening communication during total
interruption of communication on single line section‟ (T/B602) sign in the original and carbon copy in
token of his having understood its contents. (CM 7 dated 21/22.12.06)

4.4 In case a light engine or an engine and brake van is to be despatched to proceed
to the next block station and then continue its journey onward after arrival at the next station
and is not meant for opening communications, the Loco Pilot of engine or the engine and brake van,
shall be given with the "Authority for opening communication during total interruption of
communication" (T/B602) duly cancelling "Line Clear Enquiry Message and Conditional Line Clear
Message‟ portion of the form. Should it be necessary to despatch another light engine or another
engine and brake van in the same direction, an interval of at least 30 minutes shall be allowed to
lapse before despatch.

4.5 The Last Signal shall not be taken "OFF‟, while permitting an engine or
self propelled vehicle or other vehicle to proceed to the next station on "Authority for opening
communication during total interruption of communication on single line section‟ (T/B602)

(5) After an engine or self propelled vehicle or other vehicle is despatched to the next
station to open communications with Line Clear Enquiry Message, and a Conditional Line Clear
Message to the next station for the return journey of the engine or self propelled vehicle or other
vehicle, no other train or engine or self propelled vehicle or vehicle shall be allowed to leave the
station and proceed in the same direction until the engine or self propelled vehicle or other vehicle
sent to open communications returns. This does not, however, prevent an engineering official going
into the section on push trolley for his work on a section on which push trolley do not run on Line
Clear.

(6)(a) The engine or self propelled vehicle or any other vehicle proceeding on Authority for
opening comm unic ation during total interruption of communication on single line section (T/B602)
shall switch on the Flasher light wherever provided and shall proceed at a speed not exceeding 15
kilometres per hour by day and when the view is clear and 10 kilometres per hour during night

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or when the view is obstructed, making free use of engine whistle or horn of the self propelled
vehicle, where provided. In thick, foggy or tempestuous weather or in dust storm etc. when
visibility is impaired, the engine or self propelled vehicle, or other vehicle proceeding on "Authority to
Proceed Without Line Clear‟ shall proceed at walking pace making repeated use of the engine whistle
or horn of self propelled vehicle, where provided, preceded at an adequate distance by two men on
foot, one displaying a red light and the other carrying fog signals ready for immediate use. Normally
one of these men shall be provided by the Station Master from his Group D Staff and the other
from the crew of the engine or the person whose Motor Trolley/Trolley/Cycle Trolley/Moped
Trolley is being used. In case of singly manned self-propelled vehicle, both these men shall be
provided by the Station Master. The Station Master on duty shall explain to both of them their
duties, in the presence of the Loco Pilot/Motorman/Guard/Station Master in charge of the self
propelled vehicle or other vehicle being sent to the next station and satisfy himself that they have
understood the same.

S.R 6.02(6)(b) Both by day and night, a tunnel must not be entered until the
Loco Pilot/Motorman/Guard/ Station Master has ascertained that it is clear. Should there be
any doubt, the engine or other vehicle etc. should be piloted by a railway servant equipped with
hand signal and detonators. Before entering the tunnel the head lights, side and tail lights and
other lights (where provided) shall also be switched on.

(c) No obstruction of the line beyond the outermost facing points shall be permitted until
the return of the engine/Tower Wagon/Diesel Car/Rail Motor Car/EMU Rake/Motor Trolley/Cycle
Trolley/Moped Trolley.

(7) In the event of an engine/self propelled vehicle/other vehicle, proceeding on

"Authority for opening communication during total interruption of communication on single
line section‟ (T/B602) meeting in the mid section, an engine/ self propelled vehicle/other
vehicle sent from the other end, the Loco Pilots/ Motormen/Guards/Station Masters, as the case
may be, shall, taking into consideration the importance of the train for which Line Clear is
sought, the distance from the nearest station, gradients to be encountered, the presence of
catch sidings etc. decide to which of the two stations, the engines/self propelled vehicle/
vehicles should proceed. Before proceeding, the engines or self propelled vehicles shall, if
possible, be coupled up. If the engines/self propelled vehicles cannot be coupled up they should
run at a safe speed and at adequate distance apart. In the case of Motor Trolley/Push
Trolley/Cycle Trolley/Moped

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Trolley, meeting an engine and brake van /Diesel Car/Rail Motor Car/EMU Rake, the Motor Trolley/
Push Trolley/Cycle Trolley/Moped Trolley shall, if possible, be loaded in the Brake Van/Diesel Car/
Rail Motor Car/EMU Rake.

(8) On sighting the station to which it is/ they are proceeding, the leading engine/self
propelled vehicle/other vehicle shall stop outside (i.e. In rear of) the first Stop signal of the
station. The engine or self propelled vehicle or other vehicle following the leading engine/self
propelled vehicle/other vehicle, shall stop at a safe distance behind the leading engine/self
propelled vehicle/other vehicle. The Station Master shall be advised of the stoppage outside the f
irst Stop signal either by using the engine whistle/horn of the self propelled vehicle, if provided, or
by sending a competent railway servant if necessary. The engine/vehicle shall not enter the station
until permitted by the Station Master to do so either by taking "Off"the relevent signals or through
other means.

(9) When the engine or engines/self propelled vehicle or self propelled vehicles/other
vehicle or vehicles have been admitted into the Station, the "Authority for opening
communication during total interruption of communication on single line section‟ with the Line
Clear Enquiry Message and the Conditional Line Clear Message (T/B602 and/or T/E602) giving
the Line Clear for the return journey shall be delivered to the Station Master on duty who
shall keep this document in his safe custody. On the Authority of the Conditional Line Clear
Message for the return journey the Station Master on duty shall make out a Conditional Line
Clear Ticket (T/G602 or T/H602) and hand it over to the Loco Pilot/Motorman/Guard/
Station Master to return to the Block station with his engine (either light or attached to a
train or another engine or a self propelled vehicle if one is waiting to proceed in that
direction)/self propelled vehicle/other vehicles.

(10) In case of the engine or self propelled vehicle or other vehicles returning to the
station from which he was sent without reaching the next station, the "Authority for opening
communication during total interruption of communication on single line section‟ (T/B602) shall be
taken back by the Station Master on Duty at the station from which this was issued and cancelled.

(11) Station Master on duty before despatching the engine either light or attached to a
train/self propelled vehicle/other vehicle, in the return journey shall hand over to the Loco Pilot/
Motorman/Guard/Station Master, "Conditional Line Clear Reply Message‟ ((T/F602) for the "Line
Clear Enquiry Message‟ (T/B602 and/or T/E602), giving Line Clear for the train waiting at the
other station, thereby

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authorizing the Station Master at that station to start the waiting train on complete arrival of the
engine, either light or attached to a train/self propelled vehicle/other vehicles at his end.

Note: The particulars of the engine either returning light or attached to a

train or attached to another Engine/Tower Wagon/Diesel Car/Rail Motor Car/EMU Rake/Motor
Trolley or Trolley/Cycle Trolley or Moped Trolley running by itself or loaded in a train as may be
applicable shall be correctly filled in while preparing the form (T/F602).

(12) On the return journey, engine either light or attached to a Train/Diesel Car/Rail Motor
Car/EMU Rake/Train loaded with Motor Trolley/Push Trolley/ Cycle Trolley/Moped Trolley may run
at booked speed observing speed limits in the Working Time Table and other relevant rules. The
Motor Trolley /Push Trolley/Cycle Trolley/Moped Trolley returning by itself may run at their
normal speed observing the rules governing their running on Line Clear.

(13) On reaching the station, the engine either light or attached to a train/self propelled
vehicle/other vehicles shall again stop outside (i.e. In rear of) the first Stop signal of the station
and thereafter be guided by the instructions from the Station Master, who may arrange to receive it
by taking "Off‟ the relevant signals or otherwise.

(14) On arrival at the station the "Conditional Line Clear Reply Message‟ (T/F602) shall be
handed over to the Station Master who in turn shall prepare Conditional Line Clear Ticket for the
waiting train.

(15) If there be an even flow of trains in both directions, Enquiry and Conditional
Line Clear Messages for each succeeding trains may be sent through the Guard of the preceding
train.
(16) The arrival and departure time of all trains, engines, Trolleys etc. which are passed
under the above rules must be recorded in the train signal register.

(17) If the Station Master at one end of the interrupted section has more than one train to
despatch in the same direction before another train is normally expected from the opposite
direction, he shall, in such cases, send the available

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engine of a train to obtain "Line Clear‟ not only for that train but also for the following trains
which may be waiting or expected at his station. In the Line Clear Enquiry Message (Form T/
E 602), it shall be stated that these latter trains will be despatched after the first train at
intervals of 30 minutes. After the Loco Pilot returns with the Line Clear for the required
number of trains to the station at which he had left the train, the Station Master shall
despatch the first train on the authority of the individual Line Clear for the trains and shall
also endorse on that Line Clear that a particular train (giving its number and description in
full) shall follow at a specified interval. The Station Master shall give similar information to
the Guard also in writing.

When despatching the second and subsequent trains, the particulars of the last
preceding train along with its time of departure will be endorsed on the Conditional Line Clear
Tickets as also the particulars of the train, which would follow. The Conditional Line Clear
Ticket for the last train in the series should be endorsed with the particulars of the preceding
trains together with their time of departure. While adopting this procedure, the Guard and the
Loco Pilot should be instructed to keep a sharp look out and be prepared to stop short of any
obstruction.

(18) When a train is stopped in the block section for any reason, the Guard shall
immediately exhibit a hand danger signal towards the rear and ensure that the tail board or the
tail light is correctly exhibited. If the stoppage is on account of accident, failure, obstructions or
other exceptional cause and the train cannot proceed, the Loco Pilot shall sound the prescribed
code of whistle to apprise the Guard of the fact, where upon the Guard shall protect the train by
placing one detonator at 250 metres from the train on the way out and 2 detonators, 10 metres
apart, at 500 metres from the train, irrespective of the gauge. When a train is detained outside
the signals and if the detention exceeds or is likely to exceed 10 minutes, the train shall be
protected accordingly. In the absence of the Guard the duty of protecting the train shall devolve
on the Loco Pilot

(19) When trains follow one another, no train shall be backed. In exceptional circumstances
when it may be unavoidable to back a train, the train shall be backed only after providing protection
by placing one detonator at 250 metres and 2 detonators, 10 metres apart, at 500 metres from the
point upto, which the train is to be backed.

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(20) Trains must continue to work on this system until anyone of the means of
communications, mentioned in Sub-Rule 1 is restored by the competent authority.

(21) As soon as anyone of the means of communications has been restored, the Station
Master must send an advice to the Station Master at the other end of the section on form T/I602.
On receipt of the above message, the Station Master at the other end of the section must
acknowledge in the bottom portion of the form T/I602.

(22) Line Clear shall not be obtained or given by any one of the means of communication
restored, until both the Station Masters are satisfied that all trains and engines etc. despatched
from their stations have arrived complete at the other station. Even if communication is restored
immediately after the departure of the light engine/self propelled vehicle/any other vehicle
referred to in Sub-Rule 2, sent under "Authority for opening communication during total interruption of
communication on single line section‟ (T/B602) normal working shall not be resumed until the light
engine/self propelled vehicle/any other vehicle reaches the next station and both the Station
Masters are satisfied under exchange of Private Numbers that no light engine/self propelled
vehicle/any other vehicle is on the section. Thereafter an intimation about this shall be given to
Section Controller also on controlled section, if communication with section Controller has been
restored and normal working resumed. If, however, communication with Section Controller has not
been restored along with restoration of communications between two stations, the Section
Controller shall be advised of the position immediately on restoration of communication with him.

(23) On the section where total interruption of communication occurs, the Transportation
Inspector of the section, must scrutinize the train passing records of the station and submit his
report to the Divisional Railway Manager (Traffic) within 7 days of the resumption of
communication.

S.R 6.02 (iii) Rules and regulations for working of trains during total interruption of
communications on double line section.

1. In the event of total interruption of communications occurring between two stations

on a double line section, i.e. when "Line Clear‟ cannot be obtained by one of the following means
stated in order of preference viz:
(a) Block Instruments, Track circuiting or Axle counters;
(b) Telephones attached to Block Instruments;
(c) Station to station fixed telephones wherever available
(d) Fixed telephone such as Railway Auto phones and BSNL phones.
(e) Control Telephone;
(f) V.H.F sets under special instructions but not as the sole means of
communication on sections where passenger trains run.

The following procedure shall be adopted for running of trains. (C.M.No. 8 dated 29.01.07)

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2. Before any train is allowed to enter a block section in advance, it shall be brought to a stop
and the Loco Pilot and the Guard of the train shall be advised of the circumstances by the Station
Master on duty.

3.The Station Master shall give an authority for working of trains during total interruption
of communication on double line section (T/C 602) to the Loco Pilot of each train which shall include:-
(a) An Authority to Proceed without Line Clear.
(b) A Caution Order restricting the speed to 25 kilometres per hour over the straight
and to 10 kilometres per hour when approaching or passing any portion of the line where the view
ahead is not clear due to curve, obstruction, rain, fog, or any other cause;
(c) An authority to pass the Last Stop signal in the ‘ON’ position.

4. In the event of a Loco Pilot approaching or passing any portion of the line where the view
ahead is not clear, a railway employee with hand signals must be sent in advance to guide the further
movement of the train. A sharp look out ahead should be kept and the engine whistle freely used.

5. No train shall be allowed to enter the block section until there is a clear interval of 30
minutes between the train about to leave and the train which has immediately preceded.

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6. Fixed Signals except the Last Stop signal may be taken ‘OFF’ for the despatch and
reception of trains. The First Stop signal shall, however, be taken "Off‟ only after the train has
been brought to a stand outside it.

7. A tunnel shall be entered only after it has been ascertained that it is clear. In case of
any doubt, the train should be piloted by a railway employee equipped with hand signals and
detonators.
8.The Guard shall keep a sharp look out in the rear and be prepared to exhibit a
hand danger signal to prevent the approach of a train from the rear and protect it if necessary.

9. When a train is stopped in the block section for any reason, the Guard shall
immediately exhibit a hand danger signal towards the rear and also ensure that the tail board or
the tail light is correctly exhibited. If the stoppage is on account of accident, failure,
obstruction or other exceptional cause and the train cannot proceed, the Loco Pilot shall sound
the prescribed code of whistle to apprise the Guard of the fact whereupon the Guard shall
protect the train by placing one detonator at 250 metres from the train on the way o u t and two
detonators, 10 metres apart, at 500 metres from the train, irrespective of the gauge. When the
train detained outside signals and if the detention exceeds or is likely to exceeds 10 minutes,
the train shall be protected as above. In the absence of the Guard, the duties of protecting the
train shall devolve on the Assistant Loco pilot.

10. No train shall be backed. In exceptional circumstances when it may be unavoidable to

back a train, the train shall be backed only after providing protection by placing one detonator
at 250 metres and two detonators, 10 metres apart, at 500 metres in rear of the point
upto, which the train is to be backed.

11. Before entering a tunnel, the head lights, side and tail lights and other
lights (where provided) shall also be lit.

12. When approaching the station ahead, the Loco pilot must bring his train to stop
outside the First Stop signal and sound continuous whistle (or any other code as prescribed by
special instructions). If no one from the station turns up within 10 minutes, the train shall be
protected as per Para 9 above and the Loco Pilot

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may send his Assistant Loco p ilot immediately thereafter, to the station or to the cabin to
inform the Station Master or Cabin man of the fact that the train is waiting at the signal for
admission into the station.

13. The Loco Pilots of all trains shall make over the Form T/C 602 to the Station Master
of the station at the other end of the affected section. These shall be kept by the Station
Master in his safe custody for inspection by the Transportation Inspector of the section, who
shall prepare a report on the working of trains and shall forward the same a long with his
report to the Divisional Railway Manager (Traffic) within 7 days of communication.

14. A record of all trains passed over the affected block section on T/C 602 during the
course of total interruption of communications, shall be maintained in the Train Signal Registers
at both the stations concerned.

15. Trains must continue to work on this system until anyone of the means of
communications, mentioned in Sub-Rule (1), is resorted by the competent authority.

16. As soon as anyone of the means of communications has been restored the
Station Master must send a message to the Station Master at the other end of the section
on Form T/I 602.
On receipt of the above message, the Station Master at the other end of the
section must acknowledge in the bottom portion of the form (T/I602).

17. Line Clear shall not be obtained or given by any one of the means of the
communication restored until both the Station Masters have satisfied that all trains and engines
etc. despatched from their stations have arrived complete at the other stations. When the
trains referred to in para (16) above have arrived complete at the stations, after restoration of
"communication‟, their No. and arrival time will be communicated to the other Station Master
concerned under exchange of Private Numbers. Thereafter an intimation about this shall be
given to Section Controller also, on controlled sections, if communication with the Section
Controller has been restored, and normal working resumed. If however, communication with
Section Controller has not been restored along with restoration of communications between two
stations, the Section Controller shall be advised of the position immediately on restoration of
control communication.

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SR. 6.02 (iv) (a) – Rules and regulations for single line working on a double line section
when one line is obstructed

1. Whenever an accident to a train or track or other obstruction precludes the use of one
of the lines on a double line section, the traffic may temporarily be worked over single line under
one of the following systems :-
(a) By obtaining “Line Clear” on Electrical speaking instruments, or
(b) By the installation of single line block instruments and “Shunting Limit Boards”
demarcating the block section in the wrong direction, if the affected line is likely to remain
out of use for a substantial period.

2. When it desired to introduce temporary single line working on double line, on electric
speaking instruments, the Station Master at one end of the affected section shall on receipt of
reliable information in writing that one line is clear, take steps to introduce temporary single line
working, on that line in consultation with the Section Controller and the Station Master of the
station at the other end of the section.

3. If there is reason to suspect that the line over which temporary single line working is to
be introduced, is also fouled or damaged, temporary single line working must not be introduced until
a responsible engineering official of the rank not less than that of a JE/P. Way has inspected that
section and certified that the road is safe for passage of trains.

4. Single line working shall be introduced between the nearest stations provided with cross-
over between Up and Down line on either side of the obstruction. If there is an Intermediate Block
Hut between the above two stations, the same shall be treated as closed and the commutator/
operating handle of the Block instrument at such Block Huts shall be kept locked in “Train on Line
Position” throughout the period single line working is in force. The commutators/operating handles
shall be locked also in that position, with SM’s key, wherever possible. In cases where it is not
possible to keep the commutators/operating handles in “Train On Line” position as in Daido
instruments, the Block instruments shall be put out of use and a Caution Indictor hung on the
handle of the Block instruments. The signals at such Block Huts shall be kept in the “ON” position
throughout this period and such signals

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shall be passed by the Loco Pilots on the written authority in the prescribed form issued by the
Station Master of the adjoining Block station in operation.

5. All trains will be worked in accordance with the rules for the use of electric speaking
instruments on single line and "Line Clear‟ shall be obtained on the telephone attached to Block
Instrument or Station to station fixed telephones or fixed telephones such as Railway Auto Phones/
BSNL Phones or control telephone or VHF sets ( under special instructions, but not as the sole
means of communication on sections where passenger trains run).(CM 8 dated 29.01.07)

6. At all stations on the portion of the section on which single line working
has been introduced, the commutators/operating handles of the Block Instruments
pertaining to both obstructed and unobstructed line shall be kept in "Train on Line " Position
through out the period single line working is in force. The commutators/operating handles
shall be locked also in that position with SM‟s key, wherever possible. In cases where it is not possible
to keep the commutators/operating handles in "Train on line‟ position, as in Daido instruments , the
Block instruments shall be put out of the use and Caution Indicators hung on the handle of the
Block Instruments. At the stations, if the train is running on the wrong line all fixed signals shall
be kept in the "ON‟ position.

7. After ascertaining that one of the lines is clear for the passage of traffic, the Station
Master proposing single line working shall issue a message containing the following information
under exchange of private numbers, to the Station Master at the other end of the affected
section.

(a) cause of introduction of single line working;

(b) the line in which the single line working is proposed,

(c) source of information that the said line is clear,

(d) place of obstructions,

(e) restriction of speed, if any, on the line,

(f) names of intermediate stations if any, which would be out of use,

(g) assurance that the trap points, if any, have been spiked or clamped and

padlocked.
(h) assurance that if the train is running on the right line, the Last Stop signal shall be
kept in the "ON‟ position. In case the train is running on the wrong line, all fixed signals shall be
kept in the "ON‟ position and
(i) the number and the timings of the last train which arrived or left the block station
issuing the message.

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8. On receipt of acknowledgement from the Station Master, confirmed by a Private

Number, single line working may be introduced. "Line Clear‟ will be obtained on telephone attached
to Block Instruments or Station to station fixed telephones or fixed telephones such as Railway
Auto Phones and BSNL phones or Control Telephone or VHF sets (under special instructions, but
not as the sole means of communication on sections where passenger trains run) and trains run on
Authority for Temporary Single line working on Double line (T/D 602) in accordance with the
instructions contained in this book and Block Working Manual. (CM 8 dated 29.01.07)

9. The Loco Pilot of each train shall be handed over an Authority for Temporary
Single Line Working on Double Line (T/D 602) indicating:
(i) the line on which the train or light engine is to run;

(ii) the kilometrages between which the obstruction exists;

(iii) any restriction of speed which may have been imposed by way and works staff;

(iv) an assurance to the effect that any trap points on the line in question have
been spiked or clamped and

(v) authority to pass the departure Stop signal in the "On‟ position. In case of
the Starter,he shall also be shown hand signal at the foot of this signal.

10. The Loco Pilot of the first train to inform all Gatemen and Gangmen on the way about
the introduction of temporary single line working and specifying the road on which the train will
run. This information shall be conveyed through the Loco Pilot of a subsequent train also, if
necessary.

11. The speed of the first train passing over the temporary single line, will be restricted
to 25 kilometres per hour. Subsequent trains may run at their booked speed, subject to
observance of other speed restrictions imposed by way and Work Staff.

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Note: The Loco Pilot should switch “ON” the flasher light of the train engine
while running on the wrong line on proper authority to proceed. In case, the train engine
running on the wrong line without switching on the flasher light is noticed by the station
staff, Gatemen and Gangmen they shall stop the train immediately.”

12. When a train is stopped between stations on account of accident, failure, obstruction or
other exceptional cause and the Loco Pilot finds that it cannot proceed, it shall be protected as per
Rule 6.03.

13. In case of a train proceeding on the right line:-

(a) The last Stop signal of the station in rear of the affected section shall be
passed at "On‟ position on the basis of the written authority issued by the Station Master in the
prescribed form T/D.602. In case the last Stop signal is the Starter, protecting any points, hand
signals shall also be shown at the foot of this signal.

(b) The approach Stop signals, if any, at the station in advance of the affected
section, may be taken off.

14. In case of a train proceeding on the wrong line:

(a) The train shall be piloted out of the station on T/511 issued by the Station Master
after all the facing points have been correctly set and padlocked and trailing points correctly set,
over which the trains will pass

(b) On approaching the next station the Loco Pilot shall bring his train to a stop
opposite to the first Stop signal pertaining to the right line or the last Stop signal pertaining to the
wrong line (on which he is running), whichever, he comes across first.

(c) The Station Master of the station in advance shall depute railway servant in uniform at
the foot of the signal (whichever the train would encounter first) who shall stop the train on hand
danger signal and thereafter pilot it into the station on a written authority [Refer SR 5.10(i)] issued
by the Station Master.

(d) If the Loco Pilot finds that no railway servant in uniform has been deputed at the
foot of the signal to pilot the train into the station, Rule 4.44 shall be observed.

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15. All the cross over points in the facing direction over which the train shall
proceed, while temporary single line working is in force, shall be clamped and padlocked.

16. Resumption of normal working-

(a) On receipt of a written certificate from a responsible Engineering Official that the
obstructed track is free and safe for passage of trains, the Station Master will issue a message to
the other station or stations, as the case may be, under exchange of private numbers and decide, in
consultation with Section Controller, the train after passage of which, normal working shall be
introduced.

(b) When double line working is resumed the Block Instruments and all fixed
signals, including those of intermediate Block Huts which were treated as closed, shall be brought
into use immediately. An entry shall also be made in the Train Signal Register of all stations
concerned showing the time double line working was suspended, time single line working was
introduced and the time normal working was resumed. The Loco Pilot of the first train entering the
section after resumption of double line working shall inform all Gatemen and Gangmen on the way
about the resumption of normal working.

17. All the records in connection with the temporary single line working shall be retained at
the station and the Transportation Inspector of the section shall scrutinize and submit his report
to the Divisional Railway Manager (Traffic) within 7 days of the resumption of normal working.

SR 6.02 (iv) (b) Rules and regulations for single line working on double line during total
interruption of communication.

The following rules must, in addition to rules prescribed in “Rules and Regulations for
working of trains during total interruption of communication on single line", be observed by
the staff.

1. Whenever an accident to a train or track or other obstruction, precludes the use of one
line on double line section during total interruption of communications, single line working shall be
introduced only after a responsible official of the Engineering Department, not less than a
JE/P.Way, has certified that the other line on which single line working is to be introduced is
free and safe

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for passage of trains. The fit certificate shall be given only to the Station Master of the station at
that end of the affected section for which the unobstructed line shall be the right line for
dispatching trains. On receipt of this certificate the Station Master will follow the rules
prescribed for opening of communication.

2. Loco Pilots of all trains, including light engine, shall be given a Caution Order on which,
shall be stated clearly.

a) The line on which the train is to run;

b) Kilometrage where the obstruction exists;
c) Any restriction of speed, which may be imposed by Way & Works Staff;
d) An assurance to the effect that any trap points on the line in question have
been spiked and clamped.

3. All the cross over points in the facing direction, over which the train shall proceed,
while temporary single line working is in force, shall be clamped and padlocked.

Note: The Loco Pilot should switch “ON” the flasher light of the train
enginewhile running on the wrong line on proper authority to proceed. In case, the train
engine running on the wrong line without switching on the flasher light is noticed by the
station staff, Gatemen and Gangmen they shall stop the train immediately.”

4. In the case of a train proceeding on the right line:

(a) The last Stop signal of the station in rear of the affected section may be
passed in the "On‟ position on T/B 602 issued by the Station Master. In case the Last Stop
signal is the Starter, hand signals shall also be shown at the foot of this signal.

(b) The approach Stop signals, if any at the station in advance of the affected section,
may be taken "Off‟.

5. In the case of train proceeding on the wrong line:

(a) The train shall be piloted out of the station on Form T/511 issued by the Station Master
after all the facing points have been correctly set and locked and trailing points correctly set over
which the train will pass.

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(b) On reaching the next station, the Loco Pilot shall bring his train to a stop
opposite the first Stop signal pertaining to the right line or the Last Stop signal pertaining to
the wrong line (on which his train is running), whichever he comes across first.

(c) he Station Master of the station in advance shall depute a railway servant in
uniform at the foot of the signal (whichever the train would encounter first) who shall stop the train on
hand danger signal and thereafter pilot it into the station on a written authority (Refer SR 5.10 (i)
issued by the Station Master.

6. It will be the responsibility of the person incharge of the first engine or self- propelled
vehicle or other vehicle, sent under T/B.602 to inform all the Gatemen and Gangmen enroute about
the introduction of temporary single line working and also the line on which it is proposed to run the
train.
This information shall be conveyed through the Loco Pilot of a subsequent train also, if
necessary through a caution order.

7.Resumption of normal working:

(a) If after the introduction of single line working, communication is restored

between the two affected stations, the trains will continue to run under SR 6.02(iv) (a) until action
is taken in accordance with the instructions contained in these rules for the cancellation of the
procedure

(b) If, however, before communication is restored, the other line is certified fit for
traffic, trains shall be worked, in accordance with the instructions for running of trains during total
interruption of communications on a double line section.

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6.03 Protection of trains stopped between stations:-

(1) When a train is stopped between stations on account of Accident, failure obstruction or
other exceptional cause and the Loco Pilot finds that his train cannot proceed, he shall apprise the
Guard of the fact by sounding the prescribed Code of whistle, or through walkie talkie or other means
and exchange hand danger signals with him. Then the Guard shall immediately exhibit a hand danger
signal towards the rear and check up that the tail board or tail light is correctly exhibited and switch
"on" flasher light if provided in the rear of his brake van. The Guard and Loco Pilot shall then
immediately take the following action in the rear and the front:-

(i) On a single line section or a section of double or multiple lines when

temporarily

(a) The Guard shall either himself go back or send a competent person to protect the train. If
the Guard has deputed a competent person to protect the train, he shall go to the Loco Pilot for
consultation.

(b) The person going back to protect the train shall continuously show his hand danger signal to
stop any approaching train, and in addition to his hand signal, shall take detonators and place them
upon the line on which the stoppage has occurred, as follows:-

One detonator at 600 metres from his train, to be placed on the way out and three detonators,
10 metres apart, not less than 1200 metres from his train or at such distance as has been fixed by
special instructions.

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Provided that on the metre and narrow gauge the first detonator shall be placed at 400 meters
and the three detonators 10 metres apart, not less than 800 metres or at such distance as has been
fixed by special instructions, from the place where the train has stopped.

(c) if a person other than the Guard has gone back to protect the train, he shall
after taking action as per sub-clause (b), continue to show his hand signal to stop any approaching train,
until he is recalled.

(d) When the Guard has himself gone back to protect the train, he shall after
taking action as in sub-clause (b) depute a competent person, if available to show a hand danger signal
to stop any approaching train until he is recalled, and shall himself return to his train to ascertain the
cause.

(e) Unless the Guard has succeeded in getting another competent person to show a
hand danger signal, as in sub-clause (d) he shall after consultation with the Loco Pilot once again return
to the place at which he placed three detonators, showing his hand danger signal to any approaching
train and continue to do so until he is recalled.

(f) When the Guard or the person deputed by him is recalled, he shall leave down the
three detonators and on his way back pick up the intermediate detonator.

(g) On a section of double or multiple lines, if assistance has been asked for, or on
a single line section or during temporary single line working on a section of double line or multiple lines,
the Loco Pilot shall at once show a danger signal to the front, and proceed to protect the train in front in
the manner prescribed in clauses (b) and (f) either by going himself or by sending his Assistant Loco
Pilot or some other competent person; and

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(h) Should any train be seen approaching, the person going to protect the train
shall immediately place one detonator on the line, as far away from the disabled train as possible and
will continue to show his hand danger signal to stop any approaching train. If the person has already
placed one detonator on 600 or 400 metres in BG or MG/NG respectively he will again place one
detonator as far away from the train which has met the accident.

(ii) On a double line section where trains on the two lines run in the opposite direction:-
(a) As soon as the Loco Pilot comes to Know that his train has met with an accident he
shall at once switch ‘ON’ the flasher light and switch ‘Off’ head light and thereafter either go himself or
send his Assistant Loco Pilot or some other competent person to protect the adjacent line in front in the
manner prescribed in clause (i) above.

The Guard shall himself first immediately proceed ahead to assist and ensure protection of the
adjacent line in front in the manner prescribed in clause(i) above and if a competent person is available
send him to protect the train in the rear in the manner prescribed in clause (i) above.

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(b) In case it is not known whether the adjacent line is obstructed or not- The Loco Pilot shall
take action to protect the adjacent line as mentioned above.

The Guard shall proceed towards the engine watching the train carefully. If the Guard finds that
the adjacent line is obstructed he shall proceed ahead to assist and ensure protection of the adjacent
line as mentioned above. In case he finds that the adjacent line is not obstructed he shall after
consultation with Loco Pilot, go back to protect the train in the rear in the manner prescribed in clause(i)
above, if he has not already sent another competent person for the purpose.

(iii) On a multiple line section with uni-directional traffic on the nominated lines:-

(a) As soon as the Loco Pilot comes to know that his train has met with an accident, he
shall at once take action to protect the adjacent line/lines in the manner prescribed in clause (ii) above.

(b) As soon as the Guard comes to know that his train has met with an accident, he shall at
once protect such adjacent line/lines in the manner prescribed in clause (1) above.

Note: - (i) The distance referred to as 400 metres and 800 metres on metre Gauge and Narrow
Gauge and Narrow Gauge under G.R.6.03(b) has been increased to 500 metres and 1000 metres
respectively.

(ii) The Gangmate and Gangmen shall assist Guards of trains in placing of detonators
when called upon to do so.

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S.R.6.03(i) When a train is stopped between stations on account of accident, failure,

obstruction or other exceptional cause and the Loco Pilot finds that his train cannot proceed, the
Loco Pilot shall give four short whistles and show a red flag by day and a red light moved up and
down, at night, towards the Guard of the train until the Guard acknowledges this signal by repeating
it.

Note: - In cases other than accidents, action as detailed in these rules shall be taken
only if the stoppage is likely to exceed 15 minutes in non-automatic signalling territories.

S.R.6.03(ii)(1) Whenever the Loco Pilot of an electric/diesel loco hauled train or

the Motorman/Guard of an Electric Multiple unit of suburban train, experiences sudden jerk/
heavy lurch, dropping of vacuum/Air pressure etc. or stops due to accident, failure (including
tripping of traction power on OHE in the electrified section) obstruction or other exceptional
cause either at stations or in between stations on a section with two or more lines or having
parallel tracks side by side, the Loco Pilot/Motorman/Guard (or the Assistant Loco Pilot /Diesel
Assistant in the event of Loco Pilot being unable to do so) shall switch ‘ON‛ the flasher light
to attract the attention of the Loco Pilot/Motorman of a train approaching from the opposite
direction on the adjacent/parallel track. The Loco Pilot/Motorman/Guard shall then first arrange
for the protection of any adjacent/parallel line or lines as laid down in the G.R.6.03 and
then only proceed to protect the line on which train is standing.

In case it is not known whether the adjacent track is obstructed or not, the Loco Pilot shall
take action to protect the adjacent track as said in the G.R6.03 and the Guard in case of Double
line shall proceed towards the engine watching the train carefully. If the Guard finds that the
adjacent line is obstructed, he shall proceed ahead to assist and ensure protection of the adjacent
line. In case he finds that the adjacent line is not obstructed, he shall after consulting the Loco
Pilot to go back to protect the Train in rear, in the manner prescribed, if he has not already sent
another competent person for the purpose. In case of Twin Single Lines and parallel lines where
trains run in both direction the Guard shall first protect the adjacent line/lines in the rear and
then proceed towards the engine carefully watching the adjacent line /lines for any
obstruction

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If subsequently the adjacent line/lines are found to be free from obstruction, the
protection may be removed except where it is desired to stop an approaching train to obtain
assistance.

2. The Loco Pilot/Motorman of the train coming in the opposite direction on the adjacent/
parallel track, on seeing the flashing light shall immediately bring his train to stop as near the
engine/cab of the train on the other line as possible and find out from the Loco Pilot /Motorman of
the latter, the cause for putting on the flashing light. Only after confirming that the line on which
he is to proceed is free from obstruction, he shall resume his journey. In case he finds that the line
on which he is to proceed is obstructed he shall arrange for the guard of his train to protect the
train in rear as laid down in the General Rules 6.03.However, if the train (coming from the opposite
direction) is a light engine or a train without Guard, the duties of the Guard shall devolve on the
Loco Pilot or on a Railway Servant deputed by him.

3. The Guard/Loco Pilot/Motorman shall first arrange for the protection of any adjacent/
parallel line or lines as laid down in the General Rules 6.03. and then only proceed to protect the line
on which train is standing.

4. After the train has been protected in accordance with the General Rule 6.03 the Guard
and the Loco Pilot/Motorman shall proceed towards each other, on the left hand side of the train
(as from the brake-van/Guard‟s cab towards the engine/Loco Pilot‟s cab) for consultation. If no
railway servant has been sent in order to take his stand at the spot where the three detonators
have been placed, the Guard himself shall after consulting the Loco Pilot/Motorman, proceed to
that spot and take his stand there until he is recalled.

S.R.6.03 (iii) (1) The Guard shall then, during day, fix one red flag on the side lamp
bracket of his brake-van (on the side where it can best be seen from the engine) and at night,
reverse the side lamp (of his brake-van) on that side, to show red towards the engine; he shall also
ensure that, during day, the tail board is in position and, that at night, the tail lamp and side
lamps are burning brightly and then arrange to protect the rear of the train, in accordance
with Rule 6.03. On seeing the Guard‛s stop hand signal, the Loco Pilot shall at once arrange to
protect front in accordance with Rule 6.03.

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(2) After the train has been protected, the Guard and the Loco Pilot shall proceed
towards each other, on the left hand side of the train (as from the brake-van towards the engine) for
consultation.

S.R.6.03(iv) When the whole train is again ready to proceed, the Loco Pilot shall recall the
railway servant protecting the train by sounding one long continuous whistle. After the railway
servants have returned, the Guard shall give the signal for starting.

S.R6.03(v) Whenever a Loco Pilot is compelled to bring his train to a stand on a steep grade,
for any reason and then is unable to haul his train from the place where he has come to a stop, he
shall invariably back to the bottom of the grade, come to a dead stop and then attempt to restart.
He shall not try to move forward while the train is till moving backward, as this would result in the
breakage of couplings. Before restarting. He shall get the signal for starting from the Guard.. The
Guard shall not give the signal for starting (to the Loco Pilot) until the train has come to a dead
stop after backing.

6.04 Trains unusually delayed.-

(1) If a train carrying passengers does not arrive within 10 minutes or if a goods train does not
arrive within 20 minutes after allowing for its normal running time from the station in rear, The Station
Master at the station in advance shall immediately advise the station in rear and the Control of this fact.
Thereafter on double or multiple lines the Station Masters at either end of the block section shall
immediately stop all trains proceeding into the block section on adjacent line or lines in either direction
and warn the Loco Pilots and Guards of such train by issue of suitable Caution Orders and shall also
ascertain the whereabouts and the condition of the delayed train.

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(2) The action mentioned above shall be taken earlier, should the circumstances
so require.
S.R.6.04 (i)(a) On Receipt of advice, the Controller shall immediately warn the stations where
break-down trains, medical relief vans and medical chests are located to arrange to keep them in
readiness to be moved immediately on receipt of further advice and keep himself constantly in touch
with the situation thereafter and take such further action as may be necessary.
(b) The Guards of trains carrying passengers shall, when their trains are delayed in the block
Section for more than 10 minutes, inform the Controller through portable telephone, the cause and
probable duration of the delay.
S.R.6.04 (ii): - The Station Masters at either end of the block section shall also send one of
the traffic staff out on the block section to fetch information about the whereabouts and condition
of the delayed train and nature of assistance, if any required.

6.05 Sending advice of accident or break down:-

If the engine is, for any reason unable to proceed, the Guard or in his absence the Loco Pilot,
shall convey, by the most expeditious means, advice to the nearest station, stating the location, nature
and cause of the accident, and if assistance has been asked for, the train shall not be moved until such
assistance arrives, provided that if the train is subsequently able to move, it may do so at walking pace
but not unless a competent railway servant has been sent with hand signals and detonators to protect
the train, such railway servant keeping at least 400 metres in advance of the train, the other end of the
train being protected in a similar manner.

S.R 6.05 (i)(a) If, for any reason, a train is brought to a stand, the Loco Pilot shall
apply the formation brake immediately. If the detention exceeds 15 minutes, the hand brake of the
locomotive shall also be applied. If such a stoppage happens to be on a grade 1 in 260 or steeper the
following additional precautions shall be taken:

1. On trains carrying passengers, the Guard shall apply the hand brakes in the brake van
and also apply sprags or wedges as the case may be to the wheels of two vehicles nearer to the
descending gradient.

2. On Goods trains, hand brakes of atleast one third of the wagons on the train, or
ten wagons behind the engine and five wagons inside the brake van, whichever is more, shall be
pinned down in addition to the application of the Guard‛s hand brake in the brake van. Special care
shall be taken for the trains with special type of wagons such as BOXs, BOBs, BRHs, BOIs etc.,
which are fitted with roller bearings while taking the above precautions.

3. The loco pilot shall take extra care in securing his train whenever the loco has failed or
the train has stopped due to loco trouble including failure of overhead power supply in electrified
sections. The Loco Pilot shall apply the brakes as stated in the above paras before trouble shooting.
The Loco Pilot shall also advise the Guard through walkie-talkie to secure the train. (C. Memo
No.5/2008 dt. 23.12.2008.)

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(b) When the train is expected to start, proper vacuum/air pressure must be recreated/
recharged as the case may be and the vacuum brake/air pressure must be applied/destroyed,
before the sprags, wedges or scotch blocks etc. are removed and/ or the hand brakes released.
Thereafter, the vacuum/air brakes may be released to start the train.

(c) The Loco Pilot himself or in his direction, the Loco Pilot/Assistant Loco Pilot
shall be responsible for the application and release of the hand brakes of the wagons behind the
train engine. The Guard of the train shall be responsible for similar action with regard to the
wagons inside the brake van.

SR 6.05 (i) (d) Considering the condition of the brake power on the train ,the Loco Pilot shall
take additional precautions as mentioned in sub-rule (i) (a) above, during the stoppage of his train
even on gradient flatter than 1 in 260 to avoid roll back/runaway.
(C. Memo No.5/2008 dt. 23.12.2008.)

S.R.6.05 (ii) Whenever a train is stopped between stations on account of any of the
circumstances mentioned in Rule 6.03, the Guard of the train shall, after protecting the train
immediately contact the controller on duty through portable telephone (if provided) and take orders
from him. If communications with Control is not obtainable or if he is not provided with a portable
telephone, he shall promptly send a report of the accident in the quickest possible manner to the
nearest (accessible) block station or station connected with control. For this purpose, a train coming
in the opposite direction on Double line may be stopped and the report sent through the Guard or
Loco Pilot of that train; or else, a magneto telephone in a near by gate lodge connected to the
adjacent block station may be used. If it is known that there is total interruption of
communications, the report shall be sent to the Station Masters of the block stations at both ends
of the block section.

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S.R.6.05.(iii) If the Loco Pilot is present at the site of the accident, he shall be consulted
and the report shall be signed by both the Guard and the Loco Pilot. If the Loco Pilot is not present
(as in the case of a train parting and the Loco Pilot going away with the front portion out of sight),
the report shall be prepared by the Guard and signed by him alone; the Guard using his judgment
and discretion as to what assistance has to be asked for.

S.R.6.05(iv) The report in Form ACC.3 shall contain the kilometreage, time and date
of the accident and shall give full particulars of the nature of the accident and the kind of
relief, if any, required.

S.R.6.05(v)(a) In the absence of facilities on the spot as detailed in S.R.6.05(i), the report
shall be sent by the engine, when the Loco Pilot and his staff can be of no assistance at the spot, or
when it is imperative as in the case of injury to passengers calling for prompt medical assistance,
that the news of the accident shall be conveyed more speedily than it would be possible to convey it
by a messenger on foot. When the engine is detached from the formation in mid-section and
despatched with the report, the procedure laid down in Rule 6.09.shall be strictly observed.

(b) As the next alternative, the report shall be sent by the Guard through the
Brakesman or a Gangman, if available, or Assistant Loco Pilot, the name and designation of the
messenger and the time of despatch of the report being recorded on the report itself. The
messenger may be sent by a fast conveyance like jeep, car, bus etc., if readily available at the
time. Otherwise the report shall be carried on foot with the greatest possible speed being
passed on from one gang to another till the station is reached. If the Assistant Loco Pilot
cannot be spared and no Brakesman or Gangman is available or can be spared, the report
shall be sent through any other railway servant if none is available or can be spared the
report shall be sent through any reliable person, the Guard, in consultation with the Loco Pilot,
using his judgment and discretion as to who is to be sent according to nature of the
accident and urgency, to ensure speedy despatch of the report.

(c) On the way out, the messenger or the Loco Pilot carrying the report shall inform the
Gatemen at the level crossings which they pass, of the obstruction ,and warn them to be prepared
for unusual and in the case of Double line, Wrong line movement. The messenger shall not stop and
wait for the Gate man or the Loco Pilot shall not stop his train for this purpose if the Gateman is
absent; It shall be clearly understood that no time is lost on this account. The Gatemen shall inform
the adjacent stations, if telephone communication is provided.

S.R6.05(vi) The Station master receiving the report of the Guard and Loco Pilot under Rule
6.05 shall pending instructions from the Divisional Railway Manager, if facilities for furnishing the
required assistance and relief are available at his Station ,take the initiative

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and arrange directly for such assistance forthwith, in consultation with the local Mechanical,
Electrical and Engineering officials, without waiting for his superior‛s orders. The Station Master
shall immediately contact the Controller on duty, and also take orders from him.

S.R6.05 (vii)(a) The Station Master taking action under S.R 6.05 (v) shall, without delay,
send a message by telephone, detailing the nature of the accident, the arrangements which had
already been made for rendering assistance and the kind of relief still required, to the Station
Master at the other end of the block section, the depot officials in- charge of the depot stations at
both ends of the runs of the Loco Pilots concerned and the depot officials in-charge at the nearest
depot stations immediately on either side of the obstructed section, the Divisional Railway Manager
and the traffic inspector.

(b) The nearest depot stations receiving the message shall, if an engine is available,
immediately send out the assistance called for and advise, by telephone, the engine- changing
station on the other side of the obstructed section, with copy to the other officials mentioned in
clause (a) of S.R.6.05 (vii). If necessary, relief engine may be sent from the depot stations on both
sides of the obstructed section
S.R.6.05 (viii) On receipt of the report, the Station Master shall, in addition to
taking action under Rules 6.01 and 6.05,act in accordance with the Accident manual.

Note:-The distance 400 metres referred to in general Rule 6.05 above has been increased
to 500 metres in M.G/N.G. and 600 ,metres in B.G. on this railway.

6.06 Train in a block section without authority to proceed:-

(1) When a Loco Pilot becomes aware in a block section that he does not have
an authority to proceed or a proper authority to proceed, he shall immediately stop the train.

(2) The train shall be treated as an obstruction in the block section and protected as
such,in accordance with rules 6.03.

(3) The Guard, or in his absence the Loco Pilot, shall convey the report of the occurrence
to the nearest block station by the

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most expeditious means and the train shall thereafter move only in accordance with the instructions
which may be issued by the station Master to whom the occurrence has been reported:

Provided that when a proper tangible authority to proceed is lost on the run, the Loco Pilot
may proceed to the next station and report the occurrence to the Station Master.

S.R 6.06 (i)(a) when a Station Master receives report of the occurrence through Brakesman
or Assistant Loco Pilot from the Guard or Loco Pilot in terms of Rules 6.06(3), he shall exchange
numbered messages with the station master at the other end notifying the occurrence, suspend the
block instrument working, prepare a memo, confirmed by a private Number, in the following form:-

To
The Loco Pilot of train No……….Description at Km. …………Between…………….........Station and
……………..Station.
I hereby acknowledge receipt of your report for having entered the block section
without authority to proceed/proper authority to proceed.* I have exchanged message with the
Station Master at the other end and I hereby authorize you to proceed to…….. ……Station.
Private No………………(words)………(figures).
Station………………… ……………………………………….
Date…………………… Signature of the Station Master.
*Strike out whichever is not applicable

S.R 6.06(i)(b) The above memo shall be conveyed to the Loco Pilot of the train in section
through the messenger by the most expeditious means. The restarting memo shall be prepared in
duplicate and the Station Master shall get the signature of the messenger on the duplicate copy
with the time of handing over of the memo. The messenger shall show the memo to the Guard who
shall initial it with time and pass it on to the Loco Pilot. The train shall then be restarted. The
Station Masters at either end shall ensure that no other train is dispatched into the block section
till the complete arrival of the train. On arrival of the train, the Station Master shall inform

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the Station Master at the other end of the block section by a message, supported by a private
Number of the complete arrival of the train at his station. The Loco Pilot shall hand over the
improper authority to proceed, if any, to the Station Master who shall submit the same to the
Divisional Railway Manager/Traffic along with a special report.

While starting the train forward with the memo, the Loco Pilot shall remove the detonators
placed on the line in advance of the train.

(c) Whenever control working is in operation and when the Guard or Loco Pilot is able to
contact the Controller from the site through portable telephone, the Guard or Loco Pilot shall send
the report to the Station Master through the Controller and the Controller shall ensure that the
Station Master sends out the memo to the Loco Pilot through an authorized member of the station
staff in order to save undue detention to the train. The Loco Pilot or Guard need not send a message
to the station through Brakesman or Fireman or Assistant Loco Pilot if they are able to ascertain
from the controller that the latter has initiated action in sending the memo from the station.

(d) On sections worked under “One Train Only” system, the Station Master of
the base station may convey the particulars of the memo to the Station Master or other railway
official at the other terminal who, in turn, will prepare the memo and send it to the Loco Pilot for
restarting the train whenever the train is stopped in midsection nearer to his station and the report
of the occurrence is sent to him.

S.R 6.06(ii) Should a train leave a block station without proper authority to proceed, the
station master of the block station in advance shall not receive it by taking ”OFF” signals. He shall
arrange to receive the train from the first Stop signal-
(a) by issuing orders on the signal post telephone, where provided, under special
instructions; or (b) By delivering the prescribed authority [T/369-(3b)] at the foot of the
signal by a competent railway servant.

S.R.6.06 (iii) When a proper tangible authority to proceed is lost on the run or when the
token cannot be extracted form the siding point lock or token exchanger box at an outlying siding,
the Loco Pilot may proceed at the normal speed to the next block station and report the matter to
the Station master on duty.

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6.07. Report of conditions likely to affect running of trains to Controller or

Centralized Traffic Control Operator:-

(1) Loco Pilot, Guards and Station Masters shall advise the Controller or the Centralised
Traffic Control Operator of any known conditions or unusual circumstances likely to affect the safe and proper
working of trains

(2) The controller or the Centralised Traffic Control Operator, on becoming aware of such
defect or failure, shall inform the same to the railway servant responsible for the maintenance of the
equipment and other railway servants concerned .
S.R 6.07(i) In the event of the Loco Pilot and or / Guard experiencing any abnormal condition in the
track over which his train has passed and he considers that the portion of the track over which his train has
passed is detrimental for safe running of subsequent trains, will take action as under:-
(a) Stop his train at next block station without clearing of the block Section and inform the
Station Master through available means of communication not to permit any train from either end of the
affected block section in case of single line and from the rear in case of double line. In case of IBS and
Automatic Block territories the Loco Pilot must inform the Station Master and Loco Pilot of trains already left
stations in re a r through available means of communication to stop movement of trains.

(b) Proceed further only after satisfying himself that Station Master has clearly understood so as
not to permit further movement over the line until a written memo indicating the details of the occurrence is
received by Station Master from the Loco Pilot . He will then again stop at the station at a convenient place so
as to deliver the written memo to the Station Master.

(c) the Station Master on receipt of such a memo must issue a message addressed to the Station
Master of the block station at the other end of the bock section and Junior Engineer / Section Engineer
(P.Way) , Assistant Engineer, Divisional Engineer, Chief Controller and Divisional Operations Manager.

(d) arrange to despatch by rail maintenance machine/Tower Wagon/light engine or in their

absence a train accompanied by an engineering official with a caution order to the effect to stop dead
sufficiently short of the expected portion of the track. The engineering official accompanying will inspect the
track and shall allow the train to pass only after satisfying that the track is safe for the passage of train and
advice the condition of the track and any restriction of speed to be imposed to the Station Master personally
or through written memo which may be sent through the Loco Pilot.

(e) in the absence of engineering officials the train with a caution order instructing the Loco Pilot
to stop dead before the affected kilometers and after satisfying himself about the condition of track pass
over the track in question at 10 kmph or if he finds the line unsafe to pass return to station in rear. If the
Loco Pilot is not able detect any thing doubtful, subsequent trains shall be despatched with a speed restriction
of 10 kmph till the track is certified to be safe by engineering officials.

(f) if the condition as reported earlier is confirmed by the Loco Pilot no train movement shall
be allowed till certified to be safe by engineering officials

Note: In case the Guard of the train experiences any abnormal occurrence in track while working his
train, he must inform the Loco Pilot of his train through walkie-talkie or other available means of
communication between the Loco Pilot and the Guard about the occurrence after which the Loco Pilot shall
take action as mentioned in SR 6.07 (i) (a). In the event of Guard unable to contact the Loco Pilot, he shall
take action to stop the train and inform the Loco Pilot.

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S.R 6.07 (ii) As soon as information of sabotage or likely sabotage, bomb blast explosion etc. to the
track, bridges or other fixed installation is received, the Station Master who becomes aware of it, will stop
movement of trains in the affected block section as well as on adjacent lines on double/ multiple line sections
and will take action as per S.R6.07 (i) (d) in consultation with the Section Controller except that only rail
maintenance machine / tower wagon Light engine shall be sent to ascertain for the line to be safe for the
movement of the train.

S.R 6.07(iii) In the event of the Loco Pilot and / or Guard experiencing any obstruction or any other
unsafe condition, on or near the track adjacent to the line over which his train has passed and which in his
opinion is detrimental to safe train running, will take the following remedial action:-

(a) immediately switch on the flasher light of his loco

(b) inform the Station Master(s) concerned / Control through the available means of
communication , and concurrently
(c) stop his train and proceed with danger hand signals to protect the line in question in terms of GR 3.62

(d) thereafter, he will continue journey to the next station cautiously keeping flasher light on and
(e) be prepared to stop any incoming train approaching on the affected line by communicating on walkie-
talkie or other available means of communication and exhibiting danger hand signal;
(f) on arrival at the next station he shall inform the Station Master through a written memo about
the occurrence;
(g) on receipt of such information the Station Master must take action as per SR 6.07 (i) (c) to (f).
(C.Memo No. 2 / 2008 dated 09.06.08)

S.R.6.07 (iv)The Station Master and others who receive intimation from Government officials, or
Village authorities, or any person likely to give reliable information, of the unsafe condition of the bunds of
tanks or rivers, shall at once notify the same, by telephone, to the Divisional Railway Manager, Assistant
Engineer, Permanent Way Inspector and the Station masters at both ends of the block section likely to be
affected and also the Controller on duty, if control working is in operation. The Station Master at both ends of
the block section likely to be affected shall stop all trains, run through trains being stopped out of course, and
issue Caution Orders in accordance with Rule 4.09. Particulars of the river or tank/bund reported to be unsafe
shall be given in the Caution Order ,the following being added at the end:-
“Observe special caution” and reduce the speed as necessary and do not in any case exceed a speed of
15 KMPH during day and clear weather and 10 KMPH during night or when the view ahead is not clear.

S.R.6.07 (v) All information regarding circumstances or conditions likely to affect the safe and
proper working of trains given by Loco Pilots, Guards and Station Master and the instructions given by the
Controller or the Centralized Traffic Control Operator to the above mentioned staff shall be recorded in a
special register to be maintained in the Control office for this purpose.
S.R.6.07 (vi) The Station Master in the Centralised Traffic Control territory shall maintain the details
in a register.

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6.08. Train Parting:-

(1) If any portion of a train should while in motion become detached-

(a) The Loco Pilot shall use his judgment to keep the front portion in motion, if possible until
the rear portion has been brought to a stand so as to avoid the chance of a collision between the two
portions; and sound the prescribed code of whistle to inform the Guard of the parting,
(b) the Guard or Guards in the rear portion shall-
(i) do all they can to prevent a collision with the front portion, and
(ii)Promptly apply their hand-brakes, where provided, and
(c) The Loco Pilot of banking engine, if any shall bring the rear portion to a stand and Sound the
prescribed code of whistle to attract the attention of the Loco Pilot in the front portion.

(2) As soon as the rear portion of a train has been brought to a stand, the Guard of the train shall
protect that portion in accordance with Rule 6.03 both in the front and the rear, and take steps to secure
the vehicles in stationary position by pinning down hand brakes and wherever necessary and prescribed
by special instructions by use of sprags and chains also.
(3) The Guard shall indicate the parting of the train, by waving in repeated motions a
green flag by day, or white light by night, up and down vertically as high and as low as possible.

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(4) When both portions of a parted train are brought to a stand within sight of each other and it
is possible and safe to couple them, the train shall be coupled with due caution under hand signals from
the Guard provided necessary precaution have been taken to secure the rear portion in the manner
described in sub-rule (2).

(5) If the Loco Pilot of the parted train has already reached the block Station in advance
before he could bring the front portion to a stop he shall instantly warn the Station Master of the parting
as also the railway servant in charge of a cabin, if passed on the way, and shall not give up the tangible
authority to proceed if any till the block section is cleared of all the vehicles of his train.

(6) The duties of the Guard specified in this rule shall devolve on the Loco Pilot in the
absence of the Guard.

S.R.6.08 (i)(a) The prescribed code of whistle in terms of Rule 6.08(i)(a) is one long, one
short, one long, one short whistle. The same whistle has to be given by him in acknowledgment of
hand signals given by the Guard as an indication that the train has parted.

(b) if there is a banking engine, the Guard can take the assistance of the banking engine
crew to protect the train in rear.

S.R.6.08 (ii) The Guard shall secure the rear portion, by applying the hand brakes of his
brake-van and all vehicles on the train if the gradient is steeper than 1 in 400, or the hand brakes
of atleast 12 vehicles on the train if the gradient is 1 in 400 or less, Also while protecting the rear
portion, the rear of the parted portion shall be protected first and then the front.

S.R.6.08 (iii) When the Loco Pilot is not sure of the parting but has reason to suspect, by
the lightness of the pull or the sudden extra acceleration caused or, by other means, that his train
might have parted, he shall at once look back and make sure and if it is known that a parting has
actually occurred, the action detailed in Rule 6.08 shall be taken. In the absence of flags by day,
the Loco Pilot shall indicate parting to the Guard by moving his arm up and down vertically as high
and as low as possible

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S.R.6.08 (iv) Should a Brakesman become aware of the parting, he shall

(1) If the parting is between his brake-van and the rearmost brake-van exhibit the
hand signals prescribed in sub-rule(3) of Rule 6.08 to warn that the train has parted. He shall not
apply his van brake, until the rear portion has been brought to a stand

(2) If the parting is between his brake-van, and the engine, immediately apply his
van brake and exhibit the hand signals prescribed in sub-rule (3) of Rule 6.08.
S.R.6.08 (v) Whenever the parted portions stopping within sight of each other are coupled
up, the coupling and hose pipe connection shall be checked up jointly by the Guard and Loco Pilot
before restarting the train to preclude the possibility of another parting occurring on the further
run. If, for any reason, it is found not possible to couple together the two parted portions, the two
portions shall be dealt with according to Rule 6.09.

S.R.6.08(vi) Whenever the Loco Pilot reaches the next block station with the parted
front portion without delivering the token to the Guard, he shall not hand over the same to the Station
Master until the block section is certified clear by the Guard and the Station Master advises the same
in writing, to the Loco Pilot. The Station Master shall issue the “authority to proceed without line
clear in Form T/A602 ” to the same engine or any other relief engine or train proceeding into the
obstructed section to clear the rear portion.

S.R.6.08(vii) whenever the train partings occur in mid-section in addition to taking action under
Rule 6.08. to clear the block section, the station Master shall arrange to issue suitable Caution
Order to the following train. The Loco Pilot of the following train in such cases should report on
the conditions of the track such as misalignment or distortion of the track to the Station Master
whereupon he shall take necessary action.

6.09. Portion of train left in a block section:-

(1) When a train stopped in a block section has to be divided in consequence of an

accident or the inability of the engine to take the whole train forward the Guard of the train shall
immediately take steps to protect the rear portion of his train in accordance with Rule 6.03.

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(2) if the engine is capable of proceeding either with or without vehicles, the Guard
shall, after taking action as provided for in sub-rule(1) and before uncoupling, put down the brakes and
shall if necessary otherwise carefully secure the rear portion of the train to ensure its remaining
stationary.

(3) When the Guard has taken action as provided for in sub-rule (2) he shall give
a written permission to the Loco Pilot, to uncouple and proceed to the next station and may, if he thinks
fit. give him written instructions to return on the same line.

(4) On sections of the single line where token working is in force, the Loco Pilot
shall, before leaving any portion of his train in a block section , hand over the token to the Guard from
whom he shall obtain a written receipt. The Guard shall retain the token until the block section has
been cleared of all vehicles of his train.

(5) At night or in thick, foggy or tempestuous weather impairing visibility, as soon as the
engine, whether with or without vehicles is drawn forward, the Guard shall-

(a) protect his train in the front also in accordance with Rule 6.03, and
(b) also see that a red light is shown on the front vehicle of the rear portion of the train.

(6) When the front portion of the train is taken forward, no tail lamp or tail board shall be
placed on the rear vehicle of that portion of the train but the Guard shall give its number in full in the
written permission referred to in sub-rule (3)

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(7) On entering a station with the knowledge that the block section in rear is obstructed,
the first duty of the Loco Pilot is instantly to warn the Station Master of the fact. If a cabin is to be
passed on the way to the station, the railway servant in charge of the cabin shall also be informed of the
fact.

(8) When, under written instructions referred to in sub-rule (3), the engine is to
be brought back, the Guard shall, until the arrival of the engine, continue to remain in rear of the portion
of the train left in the block section and shall not permit a following train, if any, to move any of the
vehicles under his charge.

(9) (a) The Loco Pilot shall not bring his engine, with or without vehicles, back on the
same line unless he has received written instructions under sub-rule (3) from the Guard to do so.

(b) In addition, on a multiple line section, the Loco Pilot shall also have a written
authority from the Station Master who shall ensure that no train is diverted on to or crossing the
same line on that portion of the track over which the said Loco Pilot would be returning.

(c) The Station Master before giving such written authority shall obtain necessary
assurances as prescribed by special instructions from the Station Masters having diversion facilities and
also inform the Controller of the circumstances.

(10) On double or multiple line sections, the Loco Pilot may under instructions from
the Station Master, take the train back on the proper line, according to the system of working, until he
can cross on to the line on which he has left the rest of his train and may then proceed by that line and
after attaching the engine shall work the train to the station to which he is directed.

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(11) When moving under written instructions against the direction of traffic on a double line,
or against the established direction of traffic on a single line, the Loco Pilot shall proceed cautiously
and make frequent use of the prescribed code of whistle.

S.R.6.09 (i)(a) Whenever a Loco Pilot has to stop his train between stations in order to
divide the train, in consequence of an accident or the inability of the engine to haul the whole train
forward, he shall apprise the Guard, by giving one long, one short, one long, one short whistle and
then bring his train to a stand on a level portion of the road unless special circumstances render
such a procedure unsafe. If it is not possible to work the train on to a level portion and consequently
the train has to be divided when it is standing on a grade steeper than 1 in 400,or when the engine
has to be detached immediately (as in the case of a vehicle being on fire) the Guard shall, whether it
is a vacuum braked train or not, apply the hand-brake of his brake-van and also the hand- brakes of
all the vehicles on the train and in addition also insert the wooden wedges, provided for this purpose,
hard against the wheels, to prevent the vehicles from rolling back.

(b) After protecting the rear portion of the train in accordance with Rule 6.03, the Guard
shall proceed towards the engine, on the left hand side of the train (as from the brake-van), for
consultation with the Loco Pilot and the Loco Pilot shall also proceed, on the same side of the train
towards the brake-van, to meet the Guard.

S.R.6.09. (ii)(a) The Guard shall prepare the written permission referred to in Rule 6.09(3)
in form T/ 609 in duplicate, hand over the original to the Loco Pilot and get his signature on the
duplicate. The Guard shall, before handing over form T/609 recover the tangible authority to
proceed from the Loco Pilot and sign for it in the Loco Pilot‟s Rough Journal book. The Guard shall
also send a written report to the Station Master of the next block station, through the Loco Pilot,
giving details of the occurrence and assistance as required in Form ACC.3

Note:- Immediately the tangible authority to proceed is recovered by the Guard

its currency as “Authority to Proceed” ceases.

(b) Form T/609 shall not be given by the Guard or accepted by the Loco Pilot, until
both have satisfied themselves that the portion of the train to be left behind is properly secured
against moving backward or forward. To ensure this the brakes acting on the engine and front
portion of the train shall be released to prove that the brake power of the rear portion of the train
is sufficient to prevent it from moving.

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(c) On the way out, the Loco Pilot shall warn the Gatemen at the level crossing in terms
ofS.R.6.05 (v)(c).

(d)(1) The Loco Pilot who is taking his engine forward, with or without vehicles, on the
authority of form T/609 leaving part of his train behind in the block section, shall, while being
admitted by the taking “OFF” of the reception signals, bring his engine to a stand short of the
outermost facing points of the station and indicate that his train is incomplete by giving one long,
one short, one long, one short whistle.

(2) The Station Master shall acknowledge the same by waving a red flag by day and a red
hand signal lamp by night, four times overhead from side to side and shall understand that the “Train
out of block section” signal shall not be given or the “In Report” filled up or signalled. The Loco Pilot
shall then move into the station.
(3) On arrival at the station, the Loco Pilot shall deliver the T/609 to the Station Master
who shall with the help of this authority ensure that the first portion of the train has arrived
complete. The Station Master shall issue the stub portion of the authority to the same engine or any
other relief engine, which is to be sent into the obstructed section. The Loco Pilot shall stop his
engine when the left over portion is sighted and shall proceed further to attach the engine to the
balance portion of the train only on getting hand signals from the Guard.
The date/time of departure of the same engine/any other relief engine shall be entered in
the Train Signal Register in Red ink. The progressive No. of Form T/ 609 shall be recorded in the
remarks column of the Train Signal Register.

Note: The same procedure shall be followed for clearing the section if more than one split
is to be done in the mid-section due to any reason.

(e) After the rear portion has been brought out of the section and the section is clear, a
Certificate shall be given to the Station Master by the Guard and his acknowledgement obtained. The
Guard shall also hand over the tangible authority to proceed to the Station Master, along with the
certificate and obtain his acknowledgment on the certificate.

S.R.6.09 (iii) Whenever a train after leaving a block station is brought to a stand in the block
section without completely clearing the station limits and the engine, with or without vehicles is
required to be detached and taken to the next block station, for any reason-
(a) The Loco Pilot shall inform the Guard who shall immediately advise the Station Master.

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(b)(1) If it is possible, the whole train shall be moved back towards station so as to be
clear of the block section. The station Master shall then close the block section.

(2)If it is not possible to move the train back towards the station so as to be clear of the
block section, the provisions of Rule 6.09 shall be strictly complied with. The Guard shall hand
over Form T/609 to the Loco Pilot only with the permission of the Station Master. The
Station Master shall also immediately inform the Station Master at the other end of the block
section of the action being taken and both the Station Masters shall record this fact in the
Train Signal Register.

S.R.6.09 (iv) If the engine of a passenger train is unable to haul the full load, it shall
not be divided but it shall remain coupled to the train until an assisting engine arrives. The train
shall be protected as per Rule 6.03 and information for relief engine shall be conveyed to
the Controller on the portable telephone. On non-controlled sections or where Control is not
in Operation, information for assistance shall be sent to the nearest block station utilizing the
means in the order of priority vide S.R.6.05.

6.10. Fire:-

(1) A railway servant noticing a fire, likely to result in loss of life or cause damage to
property, shall take all possible steps to save life and property, to prevent it from spreading and to
extinguish it.

(2) In case the fire is on or adjacent to any electrical equipment the railway servant shall, if
he is competent, in handling electrical equipment and specially trained for the purpose have the
affected part immediately isolated from its source of supply of electrical energy.

(3) The occurrence of a fire shall, in every case, be reported to the nearest station Master by
the most expeditious means and the Station Master shall take such action as may be prescribed by
special instructions.

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S.R6.10 (i) Should a fire be noticed in a running train, the Loco Pilot shall, at once stop the
train. If the fire occurs in a passenger carriage, the safety of the passenger shall first be attended
to. First Aid shall be rendered to injured passengers. If a postal van or postal carriage is on fire,
every effort shall be made to save the mails. Kent Couplers at either end shall be disconnected,
electric lights and fans shall be switched off, and the battery fuse and dynamo fuse shall be
removed. The vehicles behind the one on fire shall be detached and the front portion of the train
moved forward so as to prevent the rear vehicles catching fire. Then the burning vehicle shall be
detached and the vehicles in front of it shall then be moved forward to a safe distance. If the fire
occurs in a vestibuled coach, the “Link” holding the fastening lever on both the sides of the vestibule
connection shall be disconnected immediately and then the vestibule separated by means of the
handle provided. The couplings of the vehicle shall be unfastened and then the vehicle separated. If
circumstances do not permit unfastening the vestibule fittings, immediate action shall be taken to
unfasten the couplings beneath the corridor foot-plate and an attempt shall be made to separate
the vehicles by making the engine pull them apart, thereby tearing off the vestibule. When isolating
the vehicle, necessary precautions shall be taken to secure the divided portion stationary by the
application of hand brakes, sprags and wedges.

S.R.6.10 (ii) After isolating the vehicle on fire as above, every effort shall be made to
extinguish the fire by using the correct type of fire extinguisher. In case of fire that can be put
out by water, the steam engine can be brought near enough, if possible and the injector shall be
turned on to the flames. Water from the tender of the engine shall also be freely used. If water is
procurable at a short distance and if it is considered safe to run the vehicle to that spot, it may be
run. Much, however, depends on the contents of the vehicle, the extent of fire when discovered and
the liability of other vehicles catching fire also and the Guard and Loco Pilot of the train shall
exercise their discretion and judgment in such cases. In such emergencies, the train staff may, if
possible, obtain the assistance of the public passing by or living around, to obtain water and
generally assist in putting out fire. If all efforts to extinguish the fire prove to be unavailing, the
fire shall be allowed to burn itself out, after which the train shall be connected up and worked
under the prescribed rules. If the detention is likely to exceed the prescribed time limit, the
train shall be protected as per Rule 6.03.

S.R.6.10 (iii) In case of fire in a wagon, it shall at once be opened and earth or sand, or sods
with grass thrown in on the burning goods and such articles as are not burning saved, if possible
after the wagon is isolated from the rest of the train as per Rule 6.10(1).

S.R.6.10 (iv) Fires on Bridges-Loco Pilots noticing bridges, sleepers or any part of the wood
work of the track on fire shall stop the train at once and the train staff shall endeavour to extinguish
the fire. The Guard and Loco Pilot shall report the occurrence to the nearest permanent way gang. The
Loco Pilot shall stop his train at the next block station even if booked to run through, and the Guard
and Loco Pilot shall also report the matter in writing to the station Master and obtain his
acknowledgment.

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6.11. Vehicles escaping from station:-

If any vehicle escapes from a station, the Station Master shall take immediate steps to warn the
other stations or persons concerned, as far as practicable, to prevent an accident.

S.R6.11 (i)(a) If an engine or vehicles have escaped from a station, the station Master shall
advise the next station in the direction in which they are running, as laid down in the Block Working
Manual.
(b) The Station Master receiving the “Vehicles running away” Signal or message
shall act promptly as follows:-
(1) If his station is on a gradient falling in the direction of the next station towards
which the engine or vehicles are running, or if a train is approaching his station from the next station in
that direction, whether there is falling gradient or not he shall do everything possible to stop the run-
away vehicle. This shall be done by covering the rails heavily with sand, earth of small broken stones, for
as great a distance as possible, before the vehicle comes in sight, and the points shall be set for a
through loop or dead-end siding to receive the vehicle, in case it is not stopped by the obstruction on
the rails, the trailing points of such loop being set and locked to force the vehicle to trail through them.
It is preferable to receive a run-away vehicle on a loop to receiving it on a dead-end siding.

(2) If no train is approaching with which the vehicle can collide and the line is not on a
falling grade, the vehicle may be allowed to run through the station, but a warning shall be
sent promptly to the Station Master at the next station, who shall act according to
these instructions.

(3) In all cases, the Station Master shall take into consideration the circumstances existing
at the time and be guided by the state of his yard (i.e. as to whether the sidings are occupied or
not), and plan his action accordingly.

(4) If the vehicles contain passengers or railway servants, it shall not ordinarily be
turned into a dead-end siding unless it is essential to do so for the purpose of avoiding a more serious
accident.

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CHAPTER VII

SYSTEMS OF WORKING

7.01. Systems of working.-

(1) All trains working between stations shall be worked on one of the following
systems, namely:-

(a) the Absolute Block System,

(b) the Automatic Block System,

(c) the Following Trains System,

(d) the Pilot Guard System,

(e) the Train-staff and Ticket System, or

(f) the One Train Only System

(2) The Absolute Block and the Automatic Block Systems alone shall be used on every
railway, except any railway or portion of a railway on which the use of any other system of working
mentioned in sub-rule (i) may be sanctioned under special instructions subject to the conditions
applicable to each system as described in these rules.

7.02. Applicability of General Rules referring to the working of signals and trains:-
All rules referring to the working of signals and trains also apply to the systems of
working detailed in these rules, except where otherwise provided.

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CHAPTER VIII

THE ABSOLUTE BLOCK SYSTEM

A. Essentials

8.01 Essentials of the Absolute block system.-

(1) Where trains are worked on the Absolute block System.-

(a) no train shall be allowed to leave a block station unless Line Clear has been received
from the block station in advance, and

(b) on double lines such Line Clear shall not be given unless the line is clear, not only upto
the First Stop signal at the block station at which such Line Clear is given but also for an adequate
distance beyond it,

(c) On single lines such Line Clear shall not be given unless the line is clear of trains
running in the same direction, not only upto the First Stop signal at the block station at which such Line
Clear is given, but also for an adequate distance beyond it, and is clear of trains running in the direction
towards the block station to which such Line Clear is given.

(2) Unless otherwise directed by approved special instructions, the adequate distance
referred to in clauses (b) and (c) of sub-rule (1) shall not be less than-

(a) 400 metres in case of two-aspect lower quadrant signaling or two-aspect colour light
signalling, and

(b) 180 metres in case of multiple-aspect signaling or modified lower quadrant signalling.

B. Conditions for granting Line Clear

8.02. Conditions for granting Line Clear at a Class “A” Station.-

At a Class “A” station on single line, or double line, the line shall not be considered clear and
Line Clear shall not be given unless-

(a) the whole of the last preceding train has arrived complete;

(b) all signals have been put back to “on” behind the said train;

(c) the line on which it is intended to receive the incoming train is clear upto the Starter; and

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(d) all points have been correctly set and all facing points have been locked for the
admission of the train on the said line.

8.03.Conditions for granting Line Clear at a Class “B” Station.-

(1) At a Class “B” station on double line, the line shall not be considered clear and Line

(a) the whole of the last preceding train has arrived complete inside the outermost facing
points or the Block Section Limit Board, if any,

(b) all necessary signals have been put back to “on” behind the said train; and
(c) the line is clear-

(i) at stations equipped with two-aspect signalling-upto the Home signal, or

(ii) at station equipped with multiple aspect signalling or modified lower quadrant
signalling - upto the outermost facing points or the Block Section Limit Board (if any).

(2) At a Class “B‟ Station on single line, the line shall not be considered clear and Line Clear
shall not be given, unless-
(a) the whole of the last preceding train has arrived complete;

(b) all necessary signals have been put back to “on” behind the said train; and
(c) the line is clear-
(i) at stations equipped with two-aspect signalling- upto the Shunting Limit Board or
Advanced Starter (if any) at that end of the station nearest to the expected train, or upto the Home
signal if there is no Shunting Limit Board or Advanced Starter, or upto the outermost facing
points if there is no Shunting Limit Board or Advanced Starter or Home signal;

(ii) at stations equipped with multiple-aspect signalling or modified lower quadrant signalling–
upto the Shunting Limit Board or Advanced Starter (if any) at the end of the station nearest to the
expected train or upto the outermost facing points if there is no Shunting Limit Board or Advanced
Starter.

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Note.- At a class “B” single line station ,this rule does not forbid direct reception of a
train from one side, when the Line Clear has been given to the block station on the other side
provided the distance between the Outer signal and outermost facing points in two- aspect
signalling, and between the Home signal and outermost facing points in multiple-aspect
signalling, or modified lower quadrant signalling is not less than the sum-total of the adequate
distances prescribed in Rule 8.01, in regard to conditions for granting Line Clear and Rule 3.40
in regard to conditions for taking “off” Home signal for the admission of a train even where
Shunting Limit Boards or Advanced Starters have not been provided as prescribed in sub-rule
(1) of Rule 3.32. See illustrative diagrams at the end of this chapter.

S.R.8.03 (i) The Station Master shall comply with Rule 8.02(b), 8.03(1)(b), 8.03(2)(b),
8.04(b) by personally observing the signal arm by day and the back-light from the station or cabin
and when it is not possible to see the signal arm/back-light from the station or cabin owing to thick
or foggy or tempestuous weather or dust storm, he shall proceed to the place from where he can do
so and observe the signal arm/back-light. In the case of signals provided with electric repeaters,
the Arm repeater by day and both the Arm Light repeaters by night shall be observed and if the
repeater is not in working order and at the time, the Station Master shall personally observe the
signal arm/back –light by proceeding to the place from where it is visible. In the case of colour light
signals,the Station Master shall observe the aspect of the signal as indicated by the repeater
provided.

S.R.8.03 (ii)(a) Before granting Line Clear for a train, the Station Master shall ensure that
the arms of the reception signals pertaining to the train are at “on” and at night the signal lamps
are lighted. If any signal arm is not at “on” and at night the signal lamp is not lighted, the Station
Master shall place the signal arm at “on” or light the signal lamp and until this has been done, Line
Clear shall not be granted for the train unless he has initiated action in terms of Rules 3.68 to 3.72
S.R.8.03 (ii)(b) Stations where signal repeaters are provided at the cabin with block working
being done by the Station Master at the station house on platform, the Station Master before
granting Line Clear shall in order to comply with the provisions of Rules 8.02,8.03 and 8.04 obtain an
assurance with a Private Number from the Cabin man at the reception end that all the reception
signals applicable to the train for which Line Clear is to be given are in the “ON” position and at night
the signal lamps are lighted.

S.R.8.03 (iii) During thick, foggy or tempestuous weather or dust storm, impairing
visibility, when the Station Master finds it difficult or impossible to see the position of one or
more of the signals concerned, he shall not give Line Clear until he has Complied with Rule 3.61.
(C. Memo No. 1 /2011 dated 04.02.2011)

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S.R.8.03 (iv) At block stations, where the authority to proceed shall be obtained but
trains cannot cross:-

(a) The Station Master, having given Line Clear for a train, shall at once block the section
ahead for that train and shall not give Line Clear for a train from the opposite direction until the
block section on either side of the station is clear.

Note:- (1) When Line Block is in force on the block section ahead, the Station Master
shall not give Line Clear for any train, except a material train or motor trolley or motor lorry
from the block station in rear, and after having given Line Clear for a material train or motor
trolley or motor lorry, the Station Master shall not block the section ahead. The Station Master
shall, however, block the section ahead as soon as the Line Block is removed, if the material
train or motor trolley or motor lorry, for which Line Clear has been given, has not cleared section
at the block station in rear.

(2) With a train standing on the running line and within the station section, the block
on the section ahead for the train may be cancelled on the requisition of the Signal
Inspector or other authorized official to enable him to effect replacement or transference
of tokens or to test the Block Instrument. The section ahead shall be reblocked for the
same train after the work in connection with the Block Instrument is over. An entry as
under in red ink shall be made by the Station Master and countersigned by the Signal
Inspector or other authorized official.

“Block for train (No and Description)……………… obtained

from…………….. Station cancelled, for transference of tokens, etc”.

(b) In the case of trains in the same direction, the Station Master shall not give Line Clear
for a following train, until the preceding train has not only cleared the block section in the rear but
has also entered the block section ahead and, except in an emergency, is continuing its journey.

Note:- Line clear may be given for a motor trolley with the preceding train still in
the station section.

8.04. Conditions for granting Line Clear at a Class “C” station.-

At a Class “C” station on single line or double line in two –aspect, multiple –aspect or modified
lower quadrant signalling, the line shall not be considered clear and Line Clear shall not be given
unless-

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(a) the whole of the last preceding train has passed complete at least 400 metres
beyond the Home signal and is continuing its journey; and

(b) all signals taken “off” for the preceding train have been put back to “on” behind the said
train:

Provided that on a single line, the line is also clear of trains running in the opposite
direction towards the block hut from the block station at the other end.

C. Obstruction-Double Line

8.05. Obstruction on double line at a block station when a train is approaching.-

(1) Class “A” station- When Line Clear has been given, no obstruction shall be
permitted outside the Home signal, or, on the line on which it is intended to admit the train, upto the
Starter pertaining to the said line.

(2) Class “B” station:- When Line Clear has been given, no obstruction shall be
permitted outside the station section but shunting within the station section may go on continuously,
provided the necessary signals are kept at “on”.

(3) When signals have been taken "off‟ for an incoming train on to a line which is not
isolated, no shunting movement shall be carried on towards the points over which the incoming train will
pass.

8.06. Obstruction on double line in the block section.-

(1) When Line Clear has been given, no obstruction shall be permitted in the block
section in rear.

(2) Shunting or obstruction for any other purpose shall not be permitted in the block
section in rear unless it is clear and is blocked back.

(3) Shunting or obstruction for any other purpose shall not be permitted in the block
section in advance unless it is clear and is blocked forward.

Provided that when the block section in advance is occupied by a train travelling away from the
station, shunting or obstruction may be permitted behind the train under special

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instructions taking into consideration the speed, weight and brake power of trains and the gradients on
the section, and as soon as intimation has been received that the train has arrived at the block station in
advance, the line shall be blocked forward if it is still obstructed.

Note.-See Rule 8.14 also

D. Obstruction – Single Line

D.1. Class “A” Stations

8.07. Obstruction on single line at a Class “A” station when a train is approaching.-

When Line Clear has been given, no obstruction shall be permitted outside the Home Signal, or
on the line on which it is intended to admit the train, upto the Starter which controls the train.

8.08. Obstructing the block section at a Class “A” station on single line.-

The block section shall not be obstructed for shunting purposes, unless-

(a) the Station Master has received Line Clear from the Station Master at the other end of
the block section, or

(b) the block section is blocked back, or

(c) is occupied by a train traveling away from the block station at which the shunting is to be
performed which shunting may be permitted under special instructions taking into consideration the
speed, weight and brake power of trains and the gradients on the section. As soon as intimation has
been received that the train has arrived, the block section shall be blocked back, and

(d) the Loco Pilot or other person in-charge of the shunting operations has received
distinct orders from the Station Master to shunt in a manner directed by special instructions.

D.2. Class “B” Stations

8.09. Obstruction in the face of an approaching train at a class “B” station on single
line.- The line outside the Home signal in two-aspect signalling territory or outermost facing points in
multiple-aspect or modified lower quadrant

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signalling territory in the direction of a train for which Line Clear has been given, shall only be
obstructed when a Shunting Limit Board or an Advanced Starter is provided and under special
instructions which take into consideration the speed, weight and brake power of trains, the gradients,
the position of the First Stop signal and the distance from which that signal can be seen by the Loco
Pilot of an approaching train.

S.R.8.09 (i) (a) Even though Advanced Starters or Shunting Limit Boards are provided
at a station in two-aspect signalling, obstruction of the line in rear of Home signal or outside the
outermost facing points, if there is no Home signal, and upto the Advanced Starter or Shunting Limit
Board in the face of an approaching train is permissible only if it is specifically authorized in the
Station Working Rules.

(b) At stations equipped with manually operated multiple-aspect signals, even though
Advanced Starter or Shunting Limit Boards are provided, obstruction of the line outside the
outermost facing points and upto the Advanced Starter or Shunt Limit Board in the face of an
approaching train is permissible only if it is specifically authorized in the Station Working Rules.

S.R.8.09 (ii) At stations where shunting in the face of an approaching train is

permitted up to the Advanced Starter or Shunting Limit Board under S.R.8.09 (i), a “Shunting
Warning” board shall be provided in rear of the First Stop signal to warn Loco Pilots of
approaching trains that such shunting is permitted. This provision shall be indicated in the Station
Working Rules. It shall consist of a diagonal board alternately painted yellow and black.

8.10 Obstruction within station section at a Class “B” station on single line. –

(1) If the necessary signals are kept at “on”, shunting may be carried on within the
station section, provided the provisions of Rule 8.09 are complied with for shunting upto Shunting Limit
Board or Advanced Starter, where provided.

(2) When signals have been taken “off” for an incoming train on to a line which is not
isolated, no shunting movement shall be carried on towards the points over which the incoming train
will pass.

S.R.8.10 (i) When Line Clear has been given for a train, shunting shall not be carried out
even within station section in thick, foggy or tempestuous weather impairing visibility.

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8.11 Obstruction outside station section at a Class ‘B’ single line station equipped
with two-aspect signals. –

The line outside the station section and upto the Outer signal shall not be obstructed unless a
railway servant specially appointed in this behalf by the Station Master is in charge of the operations,
and unless-
(a) the block section into which the shunting is to take place is clear of an
approaching train and all relevant and necessary signals are at ‘on’ position, or

(b) if an approaching train has arrived at the Outer signal, the Station Master has
personally satisfied himself that the train has been brought to a dead stand at the signal:
Provided that the line shall not be obstructed under clause (b) in thick, foggy or
tempestuous weather impairing visibility, or, in any case unless authorized by special
instructions.

S.R.8.11 (i) The line may be obstructed under Rule 8.11 (b), except in the following cases: -
(a) in thick, foggy or tempestuous weather impairing visibility.
(b) during night.
(c) at stations where the Outer signal concerned is not visible from opposite the Station
Master‛s office.

(d) at stations where the Outer signal concerned is visible from opposite the Station
Master‛s office but owing to trees or other objects interfering with the view or for any other reason, it
is not possible for the Station Master to satisfy himself personally that the approaching train has been
brought to a dead-stop at the Outer signal.

8.12 Obstruction outside station section at a Class ‘B’ single line station equipped
with manually operated multiple-aspect signals. –

The line outside the station section and upto the First Stop signal shall not be obstructed unless
a railway servant specially appointed in this behalf by the Station Master is in- charge of the operations,
and unless the block section into which the shunting is to take place is clear of an approaching train.

8.13 Obstruction outside the First Stop signal at a Class ‘B’ station on single line:-

The line outside the First Stop signal shall not be obstructed unless the line has been
blocked back.

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E. General Provisions

8.14. Block back or Block forward

Block back or block forward shall be done only in accordance with the procedure prescribed
by special instructions.
Note: - For special instructions see Block Working Manual
S.R.8.14 (i) Shunting order in Form T/806 shall be issued for performing block forward/block
back in double line and block back on single line.
S.R.8.14 (ii) In Form T/806 the brief details of all shunting movements proposed shall also be
recorded.

8.15. Authority for shunting or obstruction in block section.–

While permitting shunting or obstruction in the block section, the Loco Pilot shall be given
authority for shunting in the block section as prescribed under special instructions which authority may be-
(a) either a shunting arm of prescribed size and design on the same post as and under the last Stop
signal, or
(b) a token of prescribed design,
(c) or a written permission to shunt.
S.R.8.15 (i) The following tangible authority and written permission shall be given to the Loco Pilot
for shunting or obstruction:
I. Single line A. Token Territory
Sl.No. Section/Limits Tangible authority and written permission
(i) Station section No tangible authority T/ 806
(ii) Beyond station section upto a) Shunt metal token a) T/806
First Stop signal b) If shunt metal token is lost b) T/806 with endorsement stating
that “shunt metal token is lost”.
(iii) Beyond First Stop signal (Block a) Section Token a) T/806
Back)
b) During failure of b) Line Clear Ticket
the Block Instrument and T/806

(iv) In the face of an approaching NIL T/806

train upto Shunting Limit Board or
Advanced Starter
B. Tokenless Territory
Sl.No. Section/Limits Tangible authority and Written permission
(i) Between Starter and Advanced (a) Shunt key a) T/806
starter /Shunting Limit Board (b) If shunt key could b) T/806 with an endorsement
not be extracted stating that “shunt key could not
be extracted” and a Private
Number obtained from the block
station at the other end.

a) Shunt key a) T/806

Between Advanced Starter/Shunting b) If shunt key could b) T/806 with an endorsement
(ii)
Limit Board and First Stop signal at not be extracted stating that “shunt key could not
the station be extracted” and a Private Number
obtained from the block station at
the other end.
(iii) Beyond First Stop signal (Block a) Shunt key a) T/806 with Private Number
back) obtained from block station at the
other end.

b) If shunt key could b) T/806 with an endorsement

not be extracted stating that “shunt key could not
be extracted” and a Private Number
obtained from the block station at
the other end.

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c) Block instrument failed c) T/806 with an endorsement

stating that “Block instrument
failed” and Private Number
obtained from the block
station at the other end.
(iv) In the face of an approaching train a)Home signal key a) T/806
upto Advanced Starter or Shunting b) Home signal key could b) T/806 with an endorsement
Limit Board
not be extracted stating that “Home signal key
could not be extracted” and
a Private Number obtained
from the station in advance.
II. Double line
Sl.No. Section/Limits Tangible authority and Written permission
(i) Station Section Nil T/806
(ii) Block back in rear of a) Nil a) T/806 with Private Number issued to
Outermost facing the block station in rear.
points or Block Section b) Block instrument failed. b) T/806 with an endorsement stating
Limit Board that “Block instrument has failed.” with a
Private Number issued
to the block station in rear. (C M 9 dated 20.02.07)

(iii) Block forward in a)LSS key (SH key) a) T/806

advance of Last Stop
Signal b) If LSS key could not be b) T/806 and an endorsement stating
extracted/Block Instrument that “LSS key could not be extracted “
failed with P rivate N umber obtained from the
block station in advance.

Note : (i) The issue of Form T/806 is not necessary for performing shunting up to Advanced
Starter/Shunting Limit Board when such shunting is done by taking 'OFF' Shunt signals.
(ii) The issue Form T/806 is necessary only at those stations where there are no shunt signals and
where shunting has to be done by taking 'OFF' Starter signals or with hand signals only.

S.R. 8.15(ii)(a) The token of prescribed design for shunting shall bear the following inscriptions:
(1)At way side stations provided with two aspect signals where two block sections only are available.
E.g. Salem Town.

SHUNT SHUNT
SXT SXT
TO UP OUTER TO DOWN OUTER

Note: (i) The shunt metal token in use at terminal stations shall bear the above inscriptions, referring to the Up or Down
Outer according to the direction in which shunting is to be performed.
(ii) At stations provided with manually operated multiple aspect signals, the shunt metal token in use shall bear the above
inscriptions except that the description “Outer” be substituted by “Home”.
(2)At junction stations where more than two block sections are available provided with manually operated multiple
aspect signals. E.g…..
SHUNT SHUNT SHUNT
"X‟ Station "X‟ Station "X‟ Station
TO ‟Y‟ SIDE TO ‟Z‟ SIDE TO ‟W‟ SIDE
HOME HOME HOME
(3) Where the block section between adjacent block stations is so short that the station limits of these two
stations overlap each other, i.e., the First Stop signal of one station is situated within the First Stop signal of the
adjacent station, shunting in the direction of the adjacent station is permitted only upto the First Stop signal of
the adjacent station.
S.R.8.15 (ii)(b) The Station Master shall take back the shunt metal token and /or the written permission in
Form T/806 before giving Line Clear for a train to approach from the direction referred to thereon or before permitting the
Outer signal to be taken ‘off‛ for a train stopped at the Outer signal, under G.R.8.11 (b) and S.R.8.11(i).

S.R.8.15 (ii)(c) For shunting beyond Starter where Starter is the Last Stop signal in addition to the shunt key/
shunt metal token an endorsement shall be made in Form T/806. In all such cases, a proceed hand signal also shall be shown at
the foot of the Starter by a competent railway servant.

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 8.16. Illustrative diagrams.
–
Class ‘ A’ , ‘ B’ and ‘ C’ stations on single line and double line are illustrated in the following
diagrams, which are not drawn to scale. -

Class ‘A’ Double line station in two-aspect signalling territory with Warner, Home,Starter and

Advanced Starter signals

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 Class ‘A’ Single line station in two-aspect signalling territory with Warner, Home and
Starter signals

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 Class ‘ B’ Double line station in Two-aspect signalling territory with Warner, Outer,

Home, Starter and Advanced Starter signals.-

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 Class ‘B’ single line station in Two -aspect signalling territory with Outer and Home
signals.

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 Class ‘ B’ Single line station in Two -aspect signalling territory with Warner, Outer, Home, Starter
and Advanced Starter Signals/Shunting Limit Boards.

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 Class ‘B’ Double line station in Multiple -aspect signalling territory with Distant, Home,
Starter and Advanced Starter signals and Block Section Limit Boards

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 Class ‘B’ Double line station in Modified Lower Quadrant signalling territory with Distant,
Warner, Home, Starter and Advanced Starter signals and Block Section Limit Boards

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 Class “B” Single line station in Multiple -aspect signalling territory with Distant, Home,
Starter and Advanced starter signals/Shunting Limit Boards.

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 Class ‘B’ Single line station in Modified lower quadrant signalling
territory with Distant , Warner, Home, Starter and Advanced starter signals/Shunting Limit Boards.

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 Class ‘C’ Double line station in Two -aspect signalling territory with Warner and Home signals

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 Class ‘C’ Double line station in Multiple -aspect signalling territory with Distant and Home signal

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 Class ‘C’ Single line station in Two-aspect signalling territory with Warner and Home signals

280
Class ‘C’ Single line station in Multiple -aspect signalling territory with Distant and Home signals.
Back to Index
 Class ‘B’ Single line station in Two-aspect signalling territory with Outer and Home signals.

(Refer Note to Rule 8.03 )

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 Class ‘ B’ Single line station in Multiple -aspect signalling territory with Distant, Home and Starter signals.

(Refer Note to Rule 8.03)

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 Class ‘B’ Single line station in modified lower quadrant signalling territory with Distant , Warner, Home and
Starter Signals.

(Refer Note to Rule 8.03)

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 Back to Index

CHAPTER IX

THE AUTOMATIC BLOCK SYSTEM

A. Rules applicable to Double Line

9.01. Essentials of the Automatic Block System on double line. –

(1) Where trains on a double line are worked on the Automatic Block System

(a) the line shall be provided with continuous track circuiting or axle counters,

(b) the line between two adjacent block stations may, when required, be divided in to a
series of automatic block signalling sections each of which is the portion of the running line between two
consecutive Stop signals, and the entry into each of which is governed by a Stop signal,
and
(c) the track circuits or axle counters shall so control the Stop signal governing the entry into an
automatic block signalling section that-
(i) the signal shall not assume an “off” aspect unless the line is clear not only upto the next Stop
signal in advance but also for an adequate distance beyond it, and
(ii) the signal is automatically placed to 'on’ as soon as it is passed by the train.
(2) Unless otherwise directed by approved special instructions, the adequate distance referred to in
sub-clause(i) of clause(c) of sub-rule(i) shall not be less than 120 metres.
(3) (a) Under special instructions, one of the Automatic stop signal between two stations in
the Automatic block signalling territory in each direction may be made as Modified Semi-
automatic stop signal;
(b) the midsection Modified Semi-automatic stop signal so provided shall be interlocked with
the signals of the station ahead through Track circuits or Axle counters or both and shall be controlled
by the Station Master of the station ahead, the relevant indications whether the signal is in normal
automatic mode or modified semi-automatic mode shall be available to the Station Masters at both the
ends;
(c) Advanced Starter signal of the station in rear shall be interlocked with the midsection Modified
Semi-automatic stop signal in such a way that when working with 'A' sign extinguished the Advanced
Starter shall assume ‘off’ aspect or be taken ‘off’ only when the line is clear up to an adequate distance
beyond the midsection Modified Semi-automatic stop signal; similarly the midsection Modified Semi-
automatic stop signal shall assume 'off' aspect automatically or be taken ‘off’ only when the line is clear up to
an adequate distance beyond the Home signal of the station ahead;
(d) during abnormal conditions like fog, bad weather impairing visibility, the midsection Modified
Semi-automatic stop signal may be worked by extinguishing 'A' marker in the manner prescribed under
special instructions and this action shall also ensure that the 'A' marker of the Advanced Starter signal of the
station in rear and Home signal of the station in advance shall also be extinguished;
(e) the adequate distance mentioned under clause (c) shall not be less than as prescribed under sub
rule (2).
(f) during normal conditions, midsection Modified Semi-automatic Stop signal shall work as normal
Automatic stop signal

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Chapter - IX THE AUTOMATIC BLOCK SYSTEM

(4)(a) When the Loco Pilot finds midsection Modified Semi-automatic stop signal with 'A' marker
extinguished in 'ON' position, he shall stop his train in the rear of the signal and inform this fact to the Station
Master of the station ahead on approved means of communication as prescribed under special instructions;

(b) the Station Master of the station ahead may authorize the Loco Pilot to pass the midsection
modified Semi-automatic stop signal working with 'A' marker extinguished in 'ON' position through
approved means of communication after ensuring conditions and procedure prescribed under special
instructions;
(c) in case the Loco Pilot is unable to contact the Station Master of station ahead, he shall pass
the signal at 'ON' after waiting for five minutes at the signal and proceed cautiously and be prepared to
stop short of any obstruction, at a speed not exceeding ten kilometers an hour up to the next signal and
act as per aspect of this signal; and

(d) the Loco Pilot shall report the failure of midsection modified Semi-automatic stop signal to
the Station Master of the station ahead. (C. Memo No. 2 / 2011 dated 17.10.2011)

S.R.9.01 (i) Each signal is controlled by the track circuit between the signal and the next
signal ahead plus the track circuit in the overlap. The overlap track circuit should in no case be less
than 120 metres beyond the signal. When a train is occupying the controlling track circuit of a signal,
that signal is held automatically at “Danger” (Red).
S.R.9.01 (ii) Trains are worked under the Automatic Block System (Double line) in the
following sections:

i) Chennai Beach - Tambaram (Suburban)

ii) Chennai Central - Jolarpet Jn
iii) Basin Bridge Jn - Gudur Jn.
iv) Basin Bridge Jn - Washermanpet
v) Veyasarpadi - Washermanpet
vi) Washermanpet - Korukkupet
vii) Chennai Beach - Velachery
viii) Tambaram - Chengalpattu Jn
ix) Tiruvalangadu (3rd and 4th line) - Arakkonam
x) Ennore - Attipattu (3rd and 4th line)
(C.Memo No. 01/2014 dated 14.07.14)

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Chapter - IX THE AUTOMATIC BLOCK SYSTEM

9.02 Duties of Loco Pilot and Guard when an Automatic Stop signal on double line is to be
passed at “on”.-

(1) When a Loco Pilot finds an Automatic Stop signal with an 'A' marker at “on”, he
shall bring his train to a stop in the rear of the signal. After bringing his train to a stop in the rear of the
signal, the Loco Pilot shall wait therefor one minute by day and two minutes by night. If after waiting
for this period, the signal continues to remain at “ON”, he shall give the prescribed code of whistle and
exchange signals with the Guard and then proceed ahead, as far as the line is clear, towards the next
Stop signal in advance exercising great caution so as to stop short of any obstruction.

(2) The Guard shall show a Stop hand signal towards the rear when the train has been so
stopped at an Automatic Stop signal, except as provided for in sub-rule (4).

(3) Where owing to the curvature of the line, fog, rain or dust storm, engine working
the train pushing it, or other causes, the line ahead cannot be seen clearly, the Loco Pilot shall
proceed at a very slow speed, which shall under no circumstances exceed 10 kilometers an hour.
Under these circumstances, the Loco Pilot, when not accompanied by a Assistant Loco Pilot, and if
he considers necessary, may seek the assistance of the Guard by giving the prescribed code of
whistle.
(C. Memo No. 5 dated 22.12.10)

(4) When so sent for by the Loco Pilot, the Guard shall accompany him on the
enginecab, before he moves forward, to assist the Loco Pilot in keeping a sharp look-out.

(5) When an Automatic Stop signal has been passed at “on”, the Loco Pilot
shall proceed with great caution until the next Stop signal is reached. Even if this signal is “off”,
the Loco Pilot shall continue to look out for any possible obstruction short of the same. He shall
proceed cautiously up to that signal and shall act upon its indication only after he has reached
it.

S.R.9.02 (i)(a) The "ON" position of an Automatic Stop signal may be due to the presence of a
train in the Automatic Signalling section ahead or due to an obstruction on the track or any other cause.
When a Loco Pilot stops at and then passes an Automatic stop signal at "ON" he shall proceed with great
caution at a speed not exceeding 15 KMPH even in normal condition of visibility up to the next stop signal
looking out for any possible obstruction and be prepared to stop short of the same.

Note: See S.R. 4.51 (i) also.

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(b) The Guard of the train shall watch that the Loco Pilot does not exceed the speed
prescribed.

(c) In the case of E.M.U. train if the Motorman exceeds the speed prescribed, the Guard
(when not travelling with the Motorman) shall give three pause three rings on the bell code to warn the
Motorman and take action as per G.R. 4.45.
(d) In the case of other trains also if the Loco Pilot exceeds the speed prescribed the Guard shall
take action as per G.R. 4.45.

S.R.9.02(ii) After stopping and then passing an Automatic Stop signal at ‘ON‛ the Loco Pilot of the
following train hauled by any locomotive shall ensure that a minimum distance of 150 metres or two clear
O.H.E. spans is maintained between his train and the preceding train or any obstruction on the line.
However, the above distance may be reduced to 75 metres or one clear O.H.E. span in the case of an
E.M.U. train following. In special circumstances like floods etc., the following train may be pulled closer to
the preceding train or the obstruction.
However, during dense fog, after passing an Automatic Stop Signal at 'ON' (RED), the Loco Pilot /
Motorman of the train hauled by any locomotive including EMU train shall, while moving at a speed not
exceeding 10 kmph should ensure that he maintains a reasonable distance at which he is able to observe
the flashing tail lamp of the train ahead or the obstruction, as the case may be.
(C. Memo No. 1 /2011 dated 04.02.2011)

S.R 9.02 (iii) When visibility is poor due to sharp curve, fog, rain or dust storm, the Assistant
Loco Pilot in the case of locomotive and Guard in the case of Electric Multiple Unit shall pilot the train on
foot until the track ahead is visible.

S.R 9.02(iv) When a Loco Pilot comes across an Automatic Stop signal which is
flickering/bobbing, he should observe the procedure as laid down in S.R. 3.74 (i).

B. Rules applicable to Single Line

9.03 Essentials of the Automatic Block System on single line.-

(1) Where trains on a single line are worked on the Automatic Block System-
(a) the line shall be provided with continuous track circuiting or axle counters,
(b) the direction of traffic shall be established only after Line Clear has been
obtained from the block station in advance,
(c) a train shall be started from one block station to another only after the direction of traffic
has been established,
(d) it shall not be possible to obtain Line Clear unless the line is clear, at the block station
from which Line Clear is obtained, not only up to the First Stop signal but also for an adequate distance
beyond it,
(e) the line between two adjacent block stations may, where required, be divided into two or
more automatic block signalling sections by provision of Stop signals,

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(f) after the direction of traffic has been established, movement of trains into, through
and out of each automatic block signalling section shall be controlled by the concerned Automatic Stop
signal and the said Automatic Stop signal shall not assume “off” position unless the line is clear up to
the next Automatic Stop signal:
Provided further that where the next Stop signal is a Manual Stop signal, the line is clear for an
adequate distance beyond it, and

(g) all Stop signals against the direction of traffic shall be at “on”.

2) Unless otherwise directed by approved special instructions, the adequate distance

referred to in clauses (d) and (f) of sub-rule (1) shall not be less than 180 metres.

(3) (a) Under special instructions, one of the Automatic stop signal between two stations in the
automatic block signalling territory in each direction may be made as Modified Semi-automatic
stop signal;
(b) the midsection Modified Semi-automatic stop signal so provided shall be interlocked with
the signals of the station ahead through Track circuits or Axle counters or both and shall be controlled
by the Station Master of the station ahead, the relevant indications whether the signal is in normal
automatic mode or modified semi-automatic mode shall be available to the Station Masters at both the
ends;
(c) Advanced Starter signal of the station in rear shall be interlocked with the midsection
Modified Semi-automatic stop signal in such a way that when working with 'A' sign extinguished
the Advanced Starter shall assume ‘off’ aspect or be taken ‘off’ only when the line is clear up to an
adequate distance beyond the midsection Modified Semi-automatic stop signal; similarly the
midsection Modified Semi-automatic stop signal shall assume 'OFF' aspect automatically or be taken
‘off’ only when the line is clear up to an adequate distance beyond the Home signal of the station
ahead;
(d) during abnormal conditions like fog, bad weather impairing visibility, the midsection
Modified Semi-automatic stop signal may be worked by extinguishing 'A' marker in the manner
prescribed under special instructions and this action shall also ensure that the 'A' marker of the
Advanced Starter signal of the station in rear and Home signal of the station in advance shall also be
extinguished;
(e) the adequate distance mentioned under clause (c) shall not be less than as
prescribed under sub rule (2).
(f) during normal conditions, midsection Modified Semi-automatic stop signal shall work as
normal Automatic stop signal

(4)(a) When the Loco Pilot finds midsection Modified Semi-automatic stop signal with
'A'marker extinguished in 'ON' position, he shall stop his train in the rear of the signal and inform this
fact to the Station Master of the station ahead on approved means of communication as prescribed
under special instructions;
(b) the Station Master of the station ahead may authorize the Loco Pilot to pass the midsection
modified semi automatic stop signal working with 'A' marker extinguished in 'ON' position through
approved means of communication after ensuring conditions and procedure prescribed under special
instructions;
(c) in case the Loco Pilot is unable to contact the Station Master of station ahead, he shall pass
the signal at 'ON' after waiting for five minutes at the signal and proceed cautiously and be prepared to
stop short of any obstruction, at a speed not exceeding ten kilometers an hour up to the next signal and
act as per aspect of this signal; and
(d) the Loco Pilot shall report the failure of midsection modified semi automatic stop signal to
the Station Master of the station ahead.
(C. Memo No. 2 / 2011 dated 17.10.2011).

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S.R. 9.03(i) Where Centralised Traffic Control is in operation at both ends of a block
section obtaining of Line Clear may be dispensed with. Whenever Centralised Traffic Control working is
not in force (due to failure or other cause) the authority to give permission to enter the block section
rests with the Centralised Traffic Control Operator or the Station Masters concerned, depending on
the number of such affected block sections.

S.R.9.03(ii) Trains are worked under the Automatic Block System (Single Line) in the
following sections: -

i) Chennai Beach - Chennai Egmore (Third line)

ii) Chennai Egmore - Tambaram (Twin Single line)
iii) Korukkupet - Ennore (Third line)
iv) Tiruvallur - Tiruvalangadu (Third line)

(C.Memo No. 01/2014 dated14.07.14)

9.04 Minimum equipment of fixed signals in Automatic Block territory on single line:- The
minimum equipment of fixed signals to be provided for each direction shall be as follows-
(a) Manual Stop signals at a station -
(i) a Home,
(ii) a Starter,
(b) An Automatic Stop signal in rear of the Home signal of the station.

Note: Under approved special instructions the Automatic stop signal may be
dispensed with.

9.05 Additional fixed signals in Automatic Block territory on single line. -

(1) Besides the minimum equipment prescribed in Rule 9.04, one or more additional Automatic
Stop signals, as are considered necessary, in between block stations, may be provided.

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(2) In addition, such other fixed signals as may be necessary for the safe working of trains
may be provided.

9.06 Conditions for taking ‘off’ Manual Stop signals in Automatic Block territory on
single line.-

(1) Home signal. – When a train is approaching a Home signal, otherwise than at a terminal
station, the signal shall not be taken ‘off’ unless the line is clear not only up to the Starter but also for an
adequate distance beyond it.

(2) Last Stop signal. – The Last Stop signal shall not be taken ‘off’ for a train unless the direction of
traffic has been established and the line is clear up to the next Automatic Stop signal, or when the next Stop
signal is a Manual Stop signal for an adequate distance beyond it.
(3) The adequate distance referred to in sub-rule (1) and (2) shall never be less than 120metres and
180 metres respectively unless otherwise directed by approved special instructions. A sand hump of
approved design, or subject to the sanction of the Commissioner of Railway Safety, a derailing switch
shall be deemed to be an efficient substitute for the adequate distance referred to in sub-rule (1).

S.R.9.06 (i) Procedure when Home signal is at “ON":-

(a) If a Loco Pilot finds a Home signal at “ON", he shall bring his train to a stop short of the
signal and if there are no visible reasons for the signal being at “ON" such as shunting or reception of a
train from the opposite direction, he shall depute his Assistant Loco Pilot to proceed to the station to
inform the Station Master of the signal being at “ON". If in the meantime the signal is taken "OFF" the
Loco Pilot shall give one long, one short whistle, exchange signals with the Guard and proceed slowly
picking up his Assistant Loco Pilot on the way.
(b) The Station Master when he finds the Home signal at “ON" without any apparent reason or
on getting information about the Home signal being at “ON" from the Assistant Loco Pilot shall inform
the Centralised Traffic Control Operator about the signal being at “ON" and ask for instructions. If he
is not able to contact the Centralised Traffic Control Operator, he shall take over emergency
Control of the Station Panel.

(c) The Centralised Traffic Control Operator, on being informed about the Home signal being
at “ON" by the Station Master, shall ascertain the cause and take “OFF” the Home signal, if permissible.
If the Centralised Traffic Control Operator finds that the signal has failed to assume “OFF” shall
authorise the Station Master concerned to take over emergency Control of the Station Panel and arrange
for the reception of the train by taking “OFF" the Home signal.

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Chapter - IX THE AUTOMATIC BLOCK SYSTEM

(d) After taking over “Emergency Control”, the Station master shall try to take “OFF” the Home
signal after setting and locking the points to the required line. If the signal assumes “OFF", the Loco
Pilot shall proceed in the normal manner.
(e) If after the operation of the station Panel, the signal does not assume “OFF” or the
Station Panel does not indicate the correct position of the points, the Station Master shall arrange to
operate the points, by the crank handle provided for the purpose. After personally satisfying himself
that the points have been correctly set, clamped and pad-locked, the Station Master shall authorise the
Loco Pilot to pass the Home signal at “ON" on the authority of the prescribed Form delivered at
the foot of the signal.

Note: Issue of the prescribed Form by the Station Master of the station in rear to
authorise a Loco Pilot to pass Home signal at “ON” is prohibited in Centralised Traffic Control
territory.

S.R.9.06 (ii) Procedure when Last Stop signal is at "ON”:-

(a) If a Loco Pilot finds the Last Stop signal at “ON‟, he shall bring his train to a stop short of
the signal and if there are no visible reasons for the signal being at "ON‟ he shall contact the Station
Master.
(b) The Station Master when he finds the Last Stop signal at “ON” without apparent
reason or on getting information about the Last Stop signal being at “ON” from the Assistant Loco Pilot
shall inform the Centralised Traffic Control Operator about the same and ask for instructions. If he is
not able to contact the Centralised Traffic Control Operator, he shall take over emergency Control of
the Station Panel.

(c) The Centralised Traffic Control Operator on being informed about the Last Stop
signal being at "ON" by the Station Master or the Loco Pilot, shall ascertain the cause and take
"OFF" the Last Stop signal if permissible
(d) If the Centralised Traffic Control Operator is unable to take “OFF” the last stop
signal, he shall transfer control of panel to Station Master or if this is not possible advise the Station
Master to take over Emergency Control and take “OFF” the relevant last stop signal. The Station Master
shall then take “OFF” the Last Stop signal to allow the train to proceed. In cases, where the Station
Master is unable to contact the Centralised Traffic Control Operator and take over the Emergency
Control on his own accord, he shall prior to starting a train by taking “OFF” the last stop signal, consult
the Station Master of the station in advance who in such cases shall contact the Centralised Traffic
Control Operator, if available on the telephone, regarding train regulation.

Note: Any consultation with the Station Master of the station in advance regarding
the passage of trains shall not be construed as an enquiry for granting Line Clear by the Station
Master of the station in advance.

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(e) If after having taken over the “Emergency Control" the Station Master is unable to
take "Off‟ the last stop signal, he shall ensure that the points are set correctly by seeing the indication
on the Station Panel. He shall also clamp and padlock the points. He shall then issue to the Loco Pilot a
written authority to pass the Last Stop signal at “ON” in the authorised Form for entering the block
section. If there is no indication on the Panel and the "Direction Of Traffic” cannot be established, he
shall arrange for the correct setting of the route of despatch and ask for “Line Clear” from the Station
Master of the station in advance over Panel telephone or Control telephone in their order of priority and
issue Line Clear Ticket to the Loco Pilot along with signal failure memo in the authiorised Form. If he is
not able to get Line Clear from the station in advance even though any one of the above means, he shall
despatch trains in accordance with S.R. 9.06 (iii).

S.R.9.06 (iii) Procedure during total failure of communication:

When there is total failure of communications between the Station Master and Centralised
Traffic Control Operator and also with the Station Master of the station at the other end of the
block section, (i.e., failure of panel indication, Panel phone and Control telephone) trains shall be
worked in accordance with Rule 6.02 (ii).

9.07 Duties of Loco Pilot and Guard when an Automatic Stop signal on single line is to be
passed at “on”.-

(1) When a Loco Pilot finds an Automatic Stop signal with an “A” marker at “on”, he
shall bring his train to a stop in rear of that signal and wait there for one minute by day and two
minutes by night.

(2) If after waiting for this period the signal continues to remain at “on”, and
if telephone communication is provided near the signal, the Loco Pilot shall contact the Station
Master of the next block station or the Centralised Traffic Control Operator of the section where
Centralised Traffic Control is provided, and obtain his instructions. The Station Master or the
Centralised Traffic Control operator, as the case may be, shall, after ascertaining that there is no
train ahead upto the next signal and that it is otherwise safe for the Loco Pilot to proceed so far
as is known, give permission to the Loco Pilot to pass the signal in the “on” position and
proceed upto the next signal, as may be as provided under special instructions.

(3) If no telephone communication is provided near the signal or if the telephone

communication provided near the signal is out of order and cannot be made use of, the Loco
Pilot shall give the prescribed code of whistle and exchange signals with the Guard and then
proceed past the signal as far as the line is clear, upto the next Stop signal in advance,
exercising great caution so as to stop short of any obstruction.

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(4) The Guard shall show a Stop hand signal towards the rear when the train has been so
stopped at an Automatic Stop signal, except as provided for under sub-rule (6)

(5) Where owing to the curvature of the line, fog, rain or dust storm, engine working the
train pushing it, or other causes, the line ahead cannot be seen clearly, the Loco Pilot shall proceed
at a very slow speed, which shall under no circumstances exceed 10 kilometres an hour. Under
these circumstances, the Loco Pilot, when not accompanied by a Assistant Loco Pilot, and if he
considers necessary, may seek the assistance of the Guard by giving the prescribed code of whistle.
(C. Memo No. 5 dated 22.12.10)

(6) When so sent for by the Loco Pilot, the Guard shall accompany him on the engine cab,
before he moves forward, to assist the Loco Pilot in keeping a sharp look-out.

(7) When an Automatic Stop signal has been passed at “on”, the Loco Pilot shall
proceed with great caution until the next Stop signal is reached. Even if this signal is “off”, the Loco
Pilot shall continue to lookout for any possible obstruction short of the same. He shall proceed
cautiously upto that signal and shall act upon its indication only after he has reached it.

S.R.9.07 (i)(a) When a Loco Pilot comes across an Automatic stop signal which is
flickering/bobbing he should observe the procedure as laid down in S.R. 3.74(i).
(b) While passing the Automatic Stop signal at “ON”, the Loco Pilot of an E.M.U. train shall give
oo pause oo (Two pause two rings) bell signal and the Guard shall acknowledge it by repeating the signal.
Whenever a Guard is required by the Loco Pilot for assistance, the latter shall give ooo (Three rings) bell
signal and the Guard shall acknowledge it by repeating it before proceeding to the engine.
(c ) When visibility is poor due to curve, fog, rain or dust storm the Assistant Loco Pilot in the
case of locomotives and Guard in the case of E.M.U. stock shall pilot the train on foot until the track
ahead is visible.

(d) When a Loco Pilot stops at and then passes an Automatic stop signal at “ON” he shall
proceed with great caution at a speed not exceeding 15 KMPH even in normal conditions of visibility up
to the next stop signal looking out for any possible obstruction and be prepared to stop short of the
same.

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(e)(1) The Guard of the train shall watch that the Loco Pilot does not exceed the speed
prescribed.

(2) In the case of E.M.U. trains if the Motorman exceeds the speed prescribed the Guard
(when not travelling with the Motorman) shall give three pause three rings on the bell code to warn the
Motorman and take action as prescribed in G.R. 4.45.
Note: see S.R. 4.51 (i) also.

(3) In the case of other trains also if the Loco Pilot exceeds the speed prescribed the
Guard shall take action as per G.R. 4.45.

(f) After passing an Automatic stop signal at "ON" the Loco Pilot of the following train hauled by
any locomotive shall ensure that a minimum distance of 150 meters or two clear O.H.E. spans is
maintained between his train and the preceding train or any obstruction on the line. However, the above
distance may be reduced to 75 metres or one clear O.H.E. span in the case of an E.M.U. train following.
In special circumstances like floods etc., the following train may be pulled closer to the preceding train
or the obstruction.

However, during dense fog, after passing an Automatic Stop Signal at 'ON' ( RED), the
Loco Pilot / Motorman of the train hauled by any locomotive including EMU train shall, while moving
at a speed not exceeding 10 kmph should ensure that he maintains a reasonable distance at which
he is able to observe the flashing tail lamp of the train ahead or the obstruction, as the case may
be.
(C. Memo No. 1 /2011 dated 04.02.2011)

9.08. Person in-charge of working trains on Automatic Block System on single line:-

(1) Except where Centralised Traffic Control is in operation, the Station Master shall be
responsible for the working of trains at and between stations.

(2) On a section where Centralised Traffic Control is in operation, the Centralised Traffic
Control Operator shall be responsible for the working of trains on the entire section except as provided
for in sub-rule (3).

(3) On a section where Centralised Traffic Control is in operation, the working of trains at a
station or part of a station may be taken over by or handed over to the Station Master during
emergency or as prescribed by special instructions. When such emergency control is transferred, the
Station Master shall be the person in-charge of working trains at the station or part of the station and
the station shall be worked in accordance with sub-rule (1)

C. Rules applicable to both Double and Single Lines

9.09 Working of trains on Centralised Traffic Control territory.- On a section where

Centralised Traffic Control is in Operation, the working of trains shall be governed by special instructions.

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9.10 Protection of a train stopped in an Automatic block signalling section.-

(1) When a train is stopped in an Automatic block signalling section, the Guard shall
immediately exhibit a Stop hand signal towards the rear and check up that the tail board or tail light is
correctly exhibited.

(2) If the stoppage is on account of accident, failure, or obstruction and the train
cannot proceed, the Loco Pilot shall sound the prescribed code of whistle and the train shall be
protected immediately as per Rule 6.03 except that for the protection of the occupied line one detonator
shall be placed at 90 metres from the train on the way out and similarly two detonators, 10 metres apart,
not less than 180 metres from the train or at such distance as has been fixed by special instructions.

9.11 Loco Pilot to report failures.-

(1) When a Loco Pilot has to pass an Automatic Stop signal at “on”, he shall stop his train
at the next reporting station or cabin as prescribed by special instructions and report particulars of
Automatic Stop signals passed at “on” by him.

(2) The Station Master or person in-charge of the reporting station or cabin shall
promptly report the fact to the signal and operating officials concerned.

S.R.9.11 (i) The next reporting station for the purpose of Rule 9.11 shall be the next
stopping station.
(ii) When a Loco Pilot comes across an Automatic signal which is flickering/bobbing he
should observe the procedure as laid down in S.R.3.74 (i).

9.12. Procedure during failure of Automatic signalling

When a failure of Automatic signalling is likely to last for some time or cause serious delay,
trains shall be worked from station-to-station over the section or sections concerned under special
instructions.

Note:- Whenever Form T/B 912 is issued to the Loco Pilot the speed of the train shall be 25
kmph over straight with clear view and 10 kmph when view ahead is impaired due to tunnel, curve,
obstruction, rain, fog or any other cause and speed over facing points restricted to 15 kmph.

S.R.9.12 (i) Failure of all signals likely to last for some time and cause serious delay when
means of communications are available:

In the event of failure of all signals occurring in an area consisting of two or more stations
worked under Automatic Block System, the officials concerned of the Signalling department shall
take immediate steps to inform all concerned and the following procedure shall be adopted for
train passing:-

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(1) Before any train is allowed to enter the affected section, it shall be brought to a
stand and the Loco Pilot of the train advised of the circumstances, by the station Master and the
Guard of the train advised through a copy of the “Authority to proceed “ a prescribed in S.R.
9.12(i)(5). Controller and the Station Master concerned ahead of the affected section shall also be
informed.

(2) The Station Master on duty at the station in rear of the affected section shall
obtain “Line clear” for the train by any one of the following means of communications, viz-
(a) Inter Cabin/Station Group Telephone
(b) Fixed telephone such as Railway Auto Phones and BSNL Phones
(c) Control Telephone
(d) V.H.F sets under special instructions, but not as the sole means of communication on sections
where passenger trains run. (CM 8 dated 29.01.07)

(3) The Station Master on duty at the station in advance shall not give “Line Clear" [as per
S.R.9.12 (i) (2)] unless:-
(i) the whole of the last preceding train has arrived.
(ii) the line on which it is intended to receive the incoming train is clear for at least 180 metres
beyond the platform Starter or up to the place at which the trains usually come to a stand and

(iii) all points have been correctly set and all facing points locked for the admission of the train on
the said line.

(4)(a) The Loco Pilot of the first train entering the affected section on “Authority to
proceed” as prescribed in S.R.9.12(i)(5) shall proceed with utmost caution and shall not run at a speed
exceeding 25 KMPH under any circumstances, subject to other speed restrictions in force. The Loco Pilot
shall continue to look out for any obstruction until he reaches the station ahead.

(b) After ensuring that the first train has arrived safely at the station ahead of the
affected section, the Loco Pilots of all subsequent trains shall also proceed with great caution,
subject to other speed restrictions in force and shall continue to look out for any possible
obstruction.

(5) The Station Master shall hand over to the Loco Pilot/Motorman of each train an
"Authority to proceed” on Automatic block system during prolonged failure of signals in Form T/D
912.

(6) Before handing over the “Authority to proceed” all the points over which the
trains will pass shall be correctly set and facing points locked. Whenever any power operated
points have to be operated for diverting trains, these may be released and operated locally under
the written instructions of the Station Master on duty by the Signal Maintainer at stations where
Signal Maintainers are available.

(7) When approaching the next station, the Loco Pilot shall bring his train to a stand
outside the First Stop signal and sound one long continuous whistle. The Station Master after
satisfying himself that all is safe, shall arrange for a man in uniform to pilot the train from the
signal who shall obey hand signals, if any relayed from the station platform.

(8) Clearance of the section by each train shall be intimated to the station in rear under a
Private Number.

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(9) Train Signal Register shall be brought into use and all entries regarding train working
recorded therein. Controller shall be kept advised of all train movements taking place in the affected
section, if possible.
(10) As soon as signals are put right by the competent authority, normal working of trains on
Automatic Block System may be resumed, after exchanging messages with Private Number by the Station
Master concerned, assuring that the section is clear. Controller‛s permission, if possible shall be obtained
before resumption of normal working.

(11) All the records in connection with train working on this system shall be retained at the
station and the Traffic Inspector of the section shall scrutinize them and submit his report to the
Divisional Railway Manager (Traffic) within seven days or the resumption of normal working.

S.R.9.12 (ii) Failure of all signals likely to last for sometime and cause serious delay when no
means of communications are available:

In the event of failure of all signals occurring in an area consisting of two or more stations
worked under Automatic Block system and when trains cannot be worked by any of the following
means, viz.,
(a) Inter Cabin/station Group Telephone
(b) Fixed telephone such as Railway Auto phones and BSNL phones
(c) Control Telephones
(d) V.H.F sets, under special instructions, but not as the sole means of communication on
sections where passenger trains run. (CM 8 dated 29.01.07)
The following procedure shall be adopted for train passing –
(1) The movement of trains on the affected section shall be controlled by such stations
and on such lines as are prescribed by special instructions.

(2) All the points over which the trains will run within the affected area shall be
correctly set and facing points locked before the movement of any train is authorised over them.
Whenever any power operated points have to be operated for diverting trains, these may be
released and operated locally under the written instructions of the Station Master on duty by the
Signal Maintainer at stations where Signal Maintainers are available.
(3) Before any train is allowed to leave the station as prescribed in S.R.9.12 (ii)(1), it
shall be brought to a stand and the Loco Pilot/Motorman and the Guard of the train shall be advised of
the circumstances by the Station Master.
(4) The Station Master shall give the Loco Pilot/Motorman of each train an Authority to
proceed without line clear on Automatic Block signalling territories in Form T/B 912. The original shall be
give to the Loco Pilot and the record foil shall be retained by the Station Master duly obtaining the
signature of the Loco Pilot and the Guard.
(5) No train shall be allowed to enter an affected section until there is a clear interval
of 15minutes between the trains about to leave and the train which has immediately preceded unless
a shorter interval has been prescribed under special instructions.
(6)(a) In the event of a Loco Pilot approaching or passing any portion of a line where view
ahead is not clear, Assistant Loco Pilot or the Guard with hand signals shall be sent in advance to
guide the further movement of the train. A sharp look out ahead shall be kept and the engine whistle
freely used.

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Further, before entering a section where there are tunnels, the Loco Pilot shall light the
buffer lamps and the electric headlights.
(b) A tunnel shall be entered only after is has been ascertained that it is clear and the
train shall be piloted on foot by a railway servant equipped with hand signals and detonators.
(7) The Guard shall keep a sharp look out in the rear and be prepared to exhibit a stop hand
signal to prevent the approach of a train from the rear and to protect it, if necessary, as per extant
rules. Before entering a section where there are tunnels, he shall also light the side and tail lamps.

(8) When approaching the next station nominated under special instructions under S.R.9.12
(ii)(1), the Loco Pilot shall bring his train to a stand outside the First Stop signal and sound one long
whistle. The Station Master after satisfying himself that all points have been correctly set and facing
points locked, shall arrange for a man in uniform to pilot the train from the signal who shall obey hand
signal, if any, relayed from the station platform. Manual/Semi-Automatic stop signal if any, will however
be passed at “ ON" on the written authority on the prescribed form to be issued by the Station Master.

(9) The Loco Pilots of all trains shall make over the “Authority to proceed without Line
Clear” to the Station Master of the nominated station at the end of the section. These shall be kept by
the Station Master in safe custody for inspection by the Traffic Inspector of the section who shall
prepare a report on the working of trains and shall forward the same along with his report to the
Divisional Railway Manager(Traffic) within seven days of resumption of communications.

(10) A record of all trains passed on the affected section on “Authority to proceed
without Line Clear” during the course of total interruption of communications shall be maintained in the
Train Signal Registers to be opened at all the specially nominated stations under S.R.9.12 (ii)(1).

(11) Trains shall continue to work on this procedure until either the signals are put right
or any one of the means of communications is restored by the competent authority.

(12) As soon as the signals are put right, normal working of trains shall be resumed, but
where signals continue to remain inoperative and any of the means of communications is restored
the Station Master shall immediately send a message to the Station Master at the other end of the
affected section on the following form:-

From To
Station Master Station Master

No. Train (Number and description) arrived complete at

_hours. Last Train (Number and description) despatched to your station
at _ hours. Cancel the present method of working of trains. Line Clear shall be
obtained by means of Acknowledge.
Private Numbers (In figures) _(In words) .

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On receipt of the above message the Station Master at the other end of the affected
section shall acknowledge in the following form:-

From To

Station Master Station Master

No. . Your No. understand that Train (Number and

description) which was the last train to leave my station has arrived complete
at your station. Train No. which left your station has arrived complete at my
station at _Hours/not arrived. Present system of train working is being/ shall be
cancelled immediately after the complete arrival of train No _ Line Clear for the next
train shall be obtained by means of _ .

Private Number (In figures) (In words)_ .

(13) Line Clear shall not be obtained or given by any means of communications which has
been restored until both the Station Master are satisfied that all trains, engines etc. despatched
from their stations have arrived complete at the other station. When the trains referred to in
S.R.9.12 (ii)(12), arrive complete at the stations, their number and their arrival time shall be
communicated to the other Station Master concerned under exchange of Private Numbers. There
after intimation about this shall be given to Controller, if possible.

S.R.9.12 (iii) Rules and regulations for working of trains under Automatic Blocks
System during obstruction of one or more lines when signals are operative and communications
are available:
In the event of obstruction of one or more lines in an area consisting of two or more
stations worked under the Automatic Block System when signals are operative and communications
are available the following procedure shall be adopted.

PART I

ON THE DOUBLE LINE SECTIONS WHEN ONE LINE IS OBSTRUCTED

(1) When it is desirable to introduce temporary single line working on Double line on
electrical communication instruments, the Station Master at one end of the affected section shall
on receipt of reliable information in writing that one line is clear, take steps to introduce temporary
Single line working on that line in consultation with Controller and the Station Master of the station
at the other end of the section.

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(2) If there is reason to suspect that the line over which temporary Single line working is to be
introduced is also fouled or damaged, temporary Single line working shall not be introduced until a
responsible Engineering/Electrical official not less than an Inspector in rank has inspected that section
and certified that the road is safe for the passage of trains.

(3) The movement of trains on affected section shall be controlled by such station and on such
lines as are prescribed by special instructions.

(4) All trains running in the wrong direction shall be worked in accordance with the rules for the
use of electrical communication instruments on Single line and Line Clear shall be obtained on the Inter
cabin/Station Group Telephone or Fixed telephone such as Railway Auto Phones and BSNL phones or
Control Telephone or VHF sets ( under special instructions, but not as the sole means of communication
on sections where passenger trains run) as the case may be. (CM 8 dated 29.01.07) Line Clear shall not be
given unless the line on which the train is to be received is clear for at least 180 metres beyond the point
opposite to the First Stop signal pertaining to the correct line or the Last Stop signal pertaining to the
wrong line whichever is earlier. For each first train running in the wrong direction, Line Clear shall
neither be asked for nor granted unless the two Station Masters have assured, under exchange of
Private Numbers, that all the trains running in the right direction have already arrived complete at the
station in advance. Except for each first train running in the right direction for which the procedure laid
down for the trains running in the wrong direction shall be followed, subsequent trains running in the
right direction may be allowed to follow each other on “automatic signal” indication provided the station
in rear has intimated the station in advance of the fact that he is permitting particular train/trains to
follow and has ascertained the latter‛s readiness to receive it/ them. Private Numbers shall be
exchanged for this transaction.

(5) Train Signal Registers shall be introduced at these stations on affected section.
(6) Loco Pilots of all trains on the affected area shall be so advised in writing by the station
in rear of the affected section on which temporary single line working has been introduced. The
Loco Pilots of trains running in the wrong direction shall be given the prescribed Line Clear Ticket
before entering the affected section.
( The phrase “ A written authority (Form T/369 –(3b)) shall also be given to the Loco Pilots of
trains running in the right direction to pass the Last Stop signal “ has been deleted)
(C.M No.01/2022 dated 23.03.2022)
(7) All the points over which the train will run within the affected area shall be correctly
set and facing points locked before the movement of any train is authorised over them.
Whenever any power operated points have to be operated for diverting trains, these may be
released and operated locally under the written instructions of the Station Master on duty by the
Signal Maintainer at stations where Signal Maintainers are available.

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(8) After ascertaining that one of the lines is clear for the passage of traffic, the Station
Master proposing Single line working shall issue a message under exchange of Private Numbers
containing the following information, to the Station Master at the other end of the affected
section:-

(a) cause of introduction of single line working;

(b) the line by which single line working is proposed;
(c) the source of information that the said line is clear;
(d) place of obstruction;
(e) restriction of speed, if any, on the line;
(f) the number and timings of the last train which arrived/left the station
nominated by the Divisional Railway Manager under S.R.9.12 (iii)(3).

(9) On receipt of acknowledgement from the Station Master at the other end confirmed by
a Private Number, Single line working shall be introduced. Line Clear shall be obtained on Inter
Cabin/Station Group telephones or Fixed telephones such as Railway Auto phones and BSNL phones
or Control Telephones or V.H.F. sets ( under special instructions, but not as the sole means of
communication on sections where passenger trains run) as the case may be, (C.Memo No. 8 dated
29.01 07) and trains run on the procedure stated above.

(10) (a) A Caution Order shall also be handed over to the Loco Pilot of each train in
which shall be clearly stated: -
(i) the line on which the train or light engine is to run;
(ii) the kilometres between which the obstruction exists;
(iii) any restrictions of speed which may have been imposed, and
(iv) the instruction that Automatic Stop signals in the wrong direction shall be
considered as out of use even though they may be showing “Proceed” or “Caution” aspect;

(b) For trains running in the wrong direction, an authority on the prescribed Form (T/A912)
authorizing the Loco Pilot/Motorman to pass the intervening non-governing (i.e.) relating to the
opposite direction, Semi-Automatic and Manually operated Stop signals on being hand signalled past
by a Points man or any other railway servant in uniform deputed for the purpose and the gate stop
signals cautiously upto the level crossing where he shall ascertain that the gates are locked and
hand signals are displayed by the gateman before he proceeds further. He shall also ascertain that
the points of the outlying sidings are correctly set and locked before passing over them. In such
cases, the hand signals shall be displayed at such points/gates instead of signals. The individual
distinguishing number including number of each automatic, semi-automatic, manually operated and
gate stop signal/ signals shall be indicated on this authority.

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(11) An endorsement shall also be made on the caution order given to the Loco Pilot of the
first train introducing temporary single line working in the wrong direction to stop and inform all
gatemen and gang men on the way about the introduction of temporary single line working. The road
on which the train shall run shall also be specified.

(12) The speed of the first train running in the wrong direction shall not exceed 25
kilometers an hour. Subsequent trains may run at their booked speed, subject to observance of
other speed restrictions in force. (C.M No.01/2022 dated 23.03.2022)

(13) When approaching the next station nominated under special instructions, under S.R.
9.12(iii)(3), the Loco Pilot of the train running in the wrong direction shall bring his train to a stand
opposite to the First Stop signal pertaining to the correct line or the Last Stop signal pertaining to
the wrong line on which he is running whichever he comes across first , sound one long continuous
whistle.

The Station Master after satisfying himself that all points have been correctly set and
facing points locked, shall arrange for a man in uniform, to pilot the train from this signal on the
written authority (S.R.5.10) who shall obey hand signals, if any relayed from the station platform.

(14) Resumption of normal working: -

(a) On receipt of written certificate from a responsible Engineering / Electrical official
that the obstructed track is free for passage of trains, the Station Master shall issue a message to
other station or stations as the case may be, under exchange of Private Numbers and decide, in
consultation with Controller, the train after the passage of which normal working has to be
introduced.

(b) An entry shall also be made in the Train Signal Registers of all stations concerned
showing the time the double line working was suspended, time single line working was introduced and
the time normal working was resumed.

(15) All the records in connection with the temporary single line working shall be retained at
the station and the Traffic Inspector of the section shall scrutinize them and submit his report to
the Divisional Railway Manager /Traffic within seven days of the resumption of normal working.

Part II

ON A QUADRUPLE LINE SECTION

A. If one-line or two lines (one Up and one Down) are obstructed-

(i) Trains will continue to run on the unobstructed line under normal system of working and
shall be diverted on to their proper line where possible.

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(ii) Suburban trains running on through line shall stop only at those stations having platform
on that line. Where stoppage of a train at stations where it is scheduled to stop is eliminated on
this account, passengers shall be suitably notified through loud speakers or other means at
convenient stations.

B. If both the Up lines or both Down lines are obstructed

(i) On the local line: On the local line trains will continue to run in the right direction, under
the normal system of working.

(ii) On the through line: (1) The movement of trains on the affected section shall be
controlled by the nearest stations provided with cross-overs between unobstructed lines.

(2)All facing points on the line on which the trains shall run shall be clamped and locked for
the movement of the trains on that line and an assurance to this effect shall be obtained on the
telephone from the Station Masters of the affected section, under exchange of Private Numbers.

(3) Trains shall be allowed to follow one another at intervals of 15 minutes or at such
interval as may be prescribed by special instructions.

(4) Trains shall run on “Authority to proceed without Line Clear” applicable upto the
terminal station at the other end of the affected section (to avoid stoppage of trains running on
through lines at the stations not provided with platforms on through line) In order to ensure that a
minimum time interval of fifteen minutes is kept between two consecutive following trains the
Divisional Railway Manager shall prescribe the stations in between the affected section from where
a written authority shall be given to the Loco Pilot of the train authorising him to leave the station.
This authority shall be in addition to the “Authority to proceed without Line Clear” already issued
and shall not be given to the Loco Pilot by the Station Master concerned on duty unless he has
satisfied himself, that at least 15 minutes have elapsed since the departure of the last preceding
train.

Suburban trains shall stop only at those stations, having platform on the through line. Where
stoppage of a train at stations where it is scheduled to stop is eliminated on this account, passenger
shall be suitably notified through loud speakers or other means at convenient stations.

(5) Trains shall run at a speed not exceeding 25 kilometres an hour when the view is clear
and 10 kilometres an hour when the view is not clear subject other speed restrictions in force.
Speed over facing points shall be restricted to 15 kilometres an hour.

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(6) All movements on the through line, other than the normal complement of passenger
and scheduled through goods trains, such as running of light engines from and to shed, shunting
goods trains etc., shall be suspended. The running of normal trains on the through line shall be
controlled by hand signals.
C. If three lines are obstructed: - Trains shall be worked on the unobstructed
line in accordance with Part I of S.R.9.12 (iii).

D. Resumption of normal working: (i) On receipt of a written certificate from a responsible

Engineering/Electrical official that the obstructed track/tracks is / are free for passage of trains, the
Station Master shall issue a message to either station or stations, as the case may be under exchange of
private numbers and decide in consultation with the C ontroller, the train after the passage of which the
normal working has to be introduced.

(ii) An entry shall also be made in the Train Signal Registers of all stations concerned
showing the time when normal working was suspended and the time when normal working was resumed.
(iii) All the records in connection with the train working under this system shall be retained
at the stations and the Traffic Inspector of the section shall scrutinise them and submit his report to
the Divisional Railway Manager(Traffic) within 7 days of the resumption of normal working.

Note: - “The Loco Pilot should switch “ON” the flasher light of the train engine while
running on the wrong line on proper authority to proceed. In case, the train engine running on the
wrong line without switching “ON” the flasher light is noticed by the station staff, Gatemen and
Gangmen, they shall stop the train immediately.”

S.R.9.12 (iv) Rules and regulations for working of train under the Automatic Block
System duringobstruction of one or more lines when no communications are available and
signals have also failed:
Part I

ON A DOUBLE LINE SECTION WHEN ONE LINE IS OBSTRUCTED

In the event of total interruption of communications occurring on a section worked under
Automatic Block System and when trains cannot be worked by any on of the following means viz:
(a) Automatic Block;
(b) Inter Cabin/ Station Group Telephone;
(c) Fixed telephones such as Railway Auto phones and BSNL phones;
(d) Control Telephone;
(e) V.H.F sets under special instructions, but not as the sole means of communication on sections
where passenger trains run. (CM 8 dated 29.01 07)

(1) The movement of trains on the affected section shall be controlled by such stations and on
such lines as are prescribed by special instructions.

(2) Before any train is allowed to leave the first controlling station prescribed under S.R.9.12.
(iv)(1), to enter the affected area, it shall be brought to a stand and the Loco Pilot and the Guard of the
train shall be advised of the circumstances by the Station Master.
(3) The Station Master shall satisfy himself that the Guard and the Loco Pilot thoroughly
understand the rules under which the trains are to be run during total failure of communications on
single line. He shall also obtain the signature of the Loco Pilot and the Guard in Form T/B 912. (CM No.7
dated 07.12.06)
(4) Communications shall be opened by an empty train, train engine, light engine, motor trolley or
tower wagon to be sent on the unobstructed line. In case a train consisting of Electric Multiple Unit
stock/diesel car has to be sent to open communications, all passengers shall be detrained before the
train is despatched. The relevant provisions of the unified rules for single line working on double line
during total failure of communications shall be adhered to.

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(5) Loco Pilots of all trains approaching the affected area shall be advised in writing by the
first controlling station prescribed under S.R.9.12(iv)(1) about the stations between which and the line
on which single line working has been introduced. In addition, the Loco Pilots of trains which will run on
the right road on temporary single line shall stop at the stations immediately in rear of the affected
section and proceed further only on receipt of the prescribed authority to proceed.

(6) The Station Master shall hand over to the Loco Pilot opening the communication the
following documents.

(i) An authority to proceed without Line Clear on Automatic Block Signalling territory (T/B 912).
(ii) The Conditional Line Clear message for a train to enter the affected section from the other end,
i.e., the conditional line clear message of Form T/B 602 duly scoring out the first three portions.
(iii) An enquiry message addressed to the Station Master of the nominated station in advance seeking
line clear for the next train to proceed to his station, i.e., the enquiry message of Form T/B 602.

Note: The Form T/B 912 shall contain the line on which the train or light engine is to run
and the kilometre between which the obstruction exits.

(7) An endorsement shall also be made on the Caution Order given to the Loco Pilot of the first
train to stop and inform all Gatemen and Gang men on the way about the introduction of temporary
single line working. The road on which the train will run shall also be specified.

(8) All the points over which the trains will run within the affected area shall be correctly
set and the facing points locked before any train is authorised over them.

Whenever any power operated points have to be operated for diverting trains, these may be
released and operated locally under the written instructions of the station master on duty by the
Signal Maintainer at stations where Signal Maintainers are available.

(9) (a) after sending forward a train engine/empty train/light engine/motor trolley/tower
wagon with Enquiry and Line Clear messages, no other train or engine shall on any account be allowed to
leave in the same direction until the return of that engine/empty train/motor Trolley/tower wagon.

(b) No obstruction of the line at the station shall be allowed until the return of that
engine/motor Trolley or tower wagon or empty train.

(10) The Loco Pilot of such an engine/ empty Electrical Multiple Unit train/motor trolley/tower
wagon proceeding to open communication shall proceed at a speed not exceeding 25 k ilometres an hour
over the straight with a clear view and 10 k ilometres an hour when approaching or passing any portion
of the line by night or whe n the view ah ead is no t c le ar mak ing f ree u se of th e en gine whistle. In
th ick o r foggy weather, the Loco Pilot must proceed at walking pace, whistling repeatedly, preceded
by two men on foot at an adequate distance, one displaying a red light and the other carrying fog
signals ready for immediate use. One of these men shall be provided by the Station Master from his
traffic staff and the other by the Loco Pilot from a member of his crew. Both these men will have
their duties clearly explained to them by the Station Master who shall satisfy himself that they
thoroughly understand the same, in the presence of the Loco Pilot.

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(11) In the event of an engine or tower wagon or motor trolley or empty train meeting any other
engine, tower wagon, etc., sent from the other end, in the midsection, the two Loco Pilots shall, taking
into consideration the importance of the trains waiting, the distance from the nearest station, gradients
to be encountered, the presence of catch sidings etc., decide which engine/unit etc., should push back so
as to allow the other to go through.
(12) On arrival of the train etc., at the next station nominated under special instructions, under
S.R.9.12 (iv)(1) the Loco Pilot shall hand over the Conditional Line Clear and Line Clear Enquiry messages
to the Station Master.
(13) The Station Master on the authority of the Conditional Line Clear shall despatch the
waiting train from his station. The Loco Pilot shall be given the following documents:
(i) Conditional Line Clear Ticket.
(ii) Conditional Line Clear message for a train to leave from the station waiting at the
other end of the affected section (T/F 602).
(iii) A Caution Order on which shall be clearly stated :-
(a) The line on which the train is to run.
(b) The Kilometres between which the obstruction exists.
(c) Any temporary restriction of speed, which may have been imposed.
(iv) An enquiry message (T/E 602) addressed to the Station Master of the nominated station
in advance seeking Line Clear for the next train to proceed to his station.

(14) When approaching the next station nominated under special instructions, under S.R.9.12 (iv)
(1), the Loco Pilot shall bring his train to a stand outside the First Stop signal pertaining to the correct
line or opposite to the Last Stop signal pertaining to the wrong line on which he is running, whichever he
comes across first and sound one long continuous whistle. The Station Master after satisfying himself
that all points have been correctly set and facing points locked, shall arrange for a man in uniform, to
pilot the train from this signal who shall obey hand signals, if any relayed from the station platform.
Manual/Semi Automatic stop signals if any shall however, be passed on a written authority on the
prescribed Form T/369(3b) to be issued by the Station Master.
(15) On arrival at the station, the Loco Pilot shall hand over the Line Clear reply message to the
Station Master who shall record it in the Line Clear message book and on its authority issue a Conditional
Line Clear Ticket for the waiting train.
(16) The speed of all trains passing over the temporary Single line shall be restricted to 25
Kmph subject to observance of other speed restrictions imposed and speed over facing points being
restricted to 15 k ilometres an hour.
(17) If there be an even flow of trains in both directions, enquiry and Line Clear messages
for each succeeding train may be sent through the Loco Pilot of the preceding train.
(18) The arrival and departure of all trains shall be carefully recorded in the Train Signal
Register.
(19) If the Station Master at one end has more than one train to despatch in the same direction
before another train is normally expected from the opposite direction, he shall mention in the Line Clear
Enquiry message the number of the trains he wants to send and should also state therein that the latter
trains will be despatched after the first train at intervals of fifteen minutes or full running time
whichever is more. After the receipt of Line Clear for the required number of trains, the Station
Master while despatching the first train shall endorse on the Line Clear Ticket that a particular train
(giving its number and description in full) shall follow at specified interval.

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While adopting this procedure the Guard and the Loco Pilot shall be instructed to keep a sharp
look out and be prepared to stop short of any obstruction and if the view is restricted because of fog,
curve or any other reason, speed shall not exceed 10 k ilometres an hour.
Note: The Line Clear enquiry message for more than one train shall be mentioned in Form
T/E 602.

(20) Resumption of normal working: The normal working shall not be resumed unless:
(a) The Station Master has received a written certificate from a responsible
Engineering / Electrical official that the obstructed track is free for passage of trains and
(b) Either the signals are put right or any one of the means of communications as listed in
S.R. 9.12 (iv) is restored by the competent authority.
Note: (i) In case when obstruction is removed but signals continue to remain inoperative
and none of the means of communications is available, the trains shall be worked in accordance with
the instructions prescribed in S.R. 9.12 (ii) above.
(ii) In case where either signals are put right or any one of the means of communications is available,
but the obstruction continues, the instructions as prescribed in S.R.9.12 (iii) shall be observed.

(c) An entry shall also be made in the Train Signal Register of all stations concerned showing
the time when normal working was suspended and the time when normal working was resumed.
(21) All the records in connection with the train working under this system shall be retained at
the station and Traffic Inspector of the section shall scrutinize them and submit his report to the
Divisional Railway Manager( Traffic) within seven days of the resumption of the normal working.

Part II

On A QUADRUPLE LINE

(i) When one line or two lines (one Up and one Down) are obstructed-
(1) The trains shall continue to work on proper unobstructed line/lines as in the case
of “total interruption” under rules prescribed in S.R.9.12 (i).
(ii) When both the Up or both the Down lines are obstructed-

On local line, trains shall continue to run on the proper line as in the case or “total interruption”
vide rule prescribed in S.R.9.12 (i).
(2) On the wrong line (through line):

(a) The movement of trains on the affected section shall be controlled by the nearest
stations provided with cross overs between unobstructed lines.
(b) A train shall not be started in the wrong direction until the affected section is clear of
all trains running in the right direction on that line.

(c) All facing points on the line on which the trains will run shall be clamped and locked for
the movement of the trains on that line.
(d) To ensure that all trains running on the through line in the right directions have arrived
and that all facing points on the line on which the trains will run have been clamped and locked for the
movement of trains on that line, the following procedure shall be observed:

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(i) The Station Master of the station at which the trains are running in the proper direction
shall, on receipt of the information that the tracks are obstructed, prepare a memo by carbon process for
the Station Master at the other end of the affected section (say station "A‟) and also for the
Station Master of all intermediate stations. This memo shall be to the effect that the train is the last one
running on the proper line and that after its complete arrival at station "A‟, the Station Master of that
station shall be authorised to despatch trains in th e wrong direction on the through line. Requisite
number of copies shall be handed over to the Guard of the train and his acknowledgement obtained. The
Guard shall deliver a copy each of the memo to the Station Master of intermediate stations and
station "A‟ and obtain their acknowledgements. On receipt of the memo, the Station Master of the
intermediate stations shall clamp and padlock all facing points for movement of trains on that line. The
contents of the memo shall be advised to the Loco Pilot also.

(ii) The Station Master shall hand over to the Loco Pilot the following documents:-

(1) An Authority to proceed without Line Clear on the prescribed Form (Form T/B.912 Up
or Down)

(2) This authority also authorises the Loco Pilot /Motorman to pass the Automatic Stop
signals intervening the two nominated stations at “ON”, the Semi-Automatic signals intervening and
manually operated signals on being signalled past by a Pointsman or any other railway servant in uniform
deputed for the purpose and the gate stop signals cautiously upto the level crossing where he shall
ascertain that the gates are locked and the hand signals are displayed by the Gateman before he
proceeds further. The individual distinguishing number /numbers of each Automatic, Semi-Automatic,
Manually operated and gate Stop signal/signals shall be indicated on this authority.

(3) On arrival of the complete train at station "A" the Loco Pilot shall hand over the “Authority
to proceed without Line Clear” and other documents to the Station Master. The Guard shall also hand
over the memo to the Station Master who shall record it in the Train Signal Register. On receipt of the
memo, the Station Master of station "A" shall despatch the waiting train from his station and the flow
in the wrong direction on through line will thus be established. The first train travelling on the wrong
line shall carry an Engineering official who shall ensure that the facing points on which the trains will run
are properly clamped and locked for the movement of trains on that line. For this purpose, the first
train shall stop short of all the facing points concerned and shall also stop at all the intermediate
stations.

(e) Trains will be allowed to follow one another at intervals of fifteen minutes or at
such intervals as may be prescribed by special instructions.

(f) Trains shall run on “Authority to proceed without Line Clear” applicable up to the
terminal station at the other end of the affected section (to avoid stoppage of trains running on
through lines at the stations not provided with platform on the through lines) and suburban trains shall
stop only at those stations having platforms on the through line. Where stoppage of a train at stations
where it is scheduled to stop is eliminated on this account, passengers shall be suitably notified through
loudspeaker or other means at convenient stations.

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(g) All movements on the through line, other than the normal complement of passengers
and scheduled through goods trains, such as running of light engines from and to shed, shunting goods
trains etc., shall be suspended. The running of normal trains on the through line shall be controlled by
hand signals.

(iii) When three lines are obstructed:- The procedure laid down in Part I of S.R.9.12 (iv)
shall be followed
(iv) Resumption of normal working: - The normal working shall not be resumed unless:

(a) The Station Master has received a written certificate from a responsible Engineering /
Electrical official that the obstructed track /tracks is / are free for passage of trains; and
(b) (i)The signals are put right.

Note: In case when obstruction is removed but signals continue to remain inoperative
and none of the means of communications is available, the trains shall be worked in accordance
with the instructions prescribed under S.R 9.12 (ii).

(ii) In case when obstruction is removed but signals continue to be inoperative and one of the
means of communications [as listed in S.R.9.12 (iv)] is available, the trains shall be worked as per the rules
prescribed under S.R.9.12 (i).
(iii) In case where either signals are put right or any one of the means of communication is
available but the obstruction continues, the instructions as prescribed in S.R.9.12 (iii) shall be observed.

(c) An entry shall be made in the Train Signal Register of all stations concerned showing the
time when normal working was suspended and the time when normal working was resumed.

(v) All the records in connection with train working under this system shall be retained at the
station and the Traffic Inspector of the section shall scrutinize them and submit his report to the
Divisional Railway Manager (Traffic) within seven days of the resumption of the normal working.

Note: The Loco Pilot should switch “ON” the flasher light of the train engine
while running on the wrong line on proper authority to proceed. In case, the train engine running
on the wrong line without switching “ON” the flasher light is noticed by the station staff, Gatemen
and Gangmen, they shall stop the train immediately.

S.R.9.12(v) Rules for despatch of a relief engine/train into an obstructed section on

automatic block signalling territories.
(1) When a block section in an Automatic Block territory is obstructed due to any reason
such as an accident, engine failure, etc., any number of trains may be allowed to enter into the
obstructed section from either end as may be necessary and the Loco Pilot of such trains shall be
issued with T/C 912.
In the event of the block section being totally obstructed by the Engineering department, only
material trains, motor Trolleys, dip lorries, wiring trains and other departmental trains are permitted to
enter the section, on the authority of T/C 912.

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(2) Before preparing this authority, the Station Master shall examine the Train Signal Registers,
Train Message Books, Working Time Tables, Train Notice Register and Caution Order advices and also
contact Control and the Station Master at the other end.

(3) This authority shall be prepared in duplicate clearly and legibly. All columns shall be
completely and correctly filled without alternation or mistakes. It shall be signed in full by the
Station Master. In case of any error, the word “Cancelled” shall be written across it and a fresh
authority shall be prepared and issued. The cancelled authority shall be retained in its place or
pasted on the duplicate copy, if already detached.
Note: - The location of the obstruction or the engine/Brakevan/first vehicle/last vehicle
shall be mentioned in Form T/C 912.
(4) The Loco Pilot shall examine this authority carefully and ensure that all columns are
completely filled in without any mistake or alternation in any of the entries, that the date, station names
and the number and description of the train are correct and it is signed in full by the Station Master. If
any error is detected, it shall be returned to the Station Master and a fresh authority shall be obtained.

(5) All trains shall be stopped at the station for the purpose of issue of this authority.

(6) All the entries relating to the train dealt on this authority shall be made in red ink in Train
Signal Register.

(7) When a train arrives at the station with this authority, the Station Master shall enter the number
and description of the train and the time of its arrival in Train Signal Register, obtain the signature of the
Guard or the Loco Pilot in the case of light engine against the entry for the train and then exchange
message as per clause (9) below.
(8) If the train returns to the starting station, the Station Master shall comply with the
provisions of clause (7) above and make the relevant entries in Train Signal Register on the line referring
to the train.
(9) For each train clearing section at either end of the block section, the Station Master shall
exchange the following messages.

No …………………………….
My /Your Private Number……………Train (No …………and description),
…………….cleared section here at …… Hrs.……mts.

No …………
Your/My Private Number……….Understand T rain (No ………and description),
…………cleared section at yours at ………Hrs.……..mts.

(10) The speed of the train shall not exceed 25 kilometres an hour over straight with clear
view and 10 kilometres an hour when view ahead is impaired due to tunnel, curve, obstruction, rain fog or
any other cause.
(11) During night, if the engine is not fitted with electric head light or if the electric head light is
not inworking order, the train or the light engine shall be preceded at an adequate distance by a railway
servant carrying detonators and exhibiting a red light ahead to stop any approaching train.
(12) A sharp look out shall be kept at all times and the Loco Pilot shall be prepared to stop short
of any obstruction.

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(13) When approaching the station ahead, the Loco Pilot shall bring his train to a stand in
rear of First Stop signal on single line sections and sound one long continuous whistle. When the
train is running in the wrong direction, the Loco Pilot shall bring his train to a stand opposite to the
First Stop signal pertaining to the correc line or the Last Stop Signal pertaining to the wrong line on
which he is running whichever he comes across first and sound one long continuous whistle.
If no one turns up from the station within 10 minutes, the Loco Pilot shall send his assistant
immediately to the station or the cabin to inform the Station Master or Cabinman of the arrival of
the train. The train may be received by taking ‘off‛ the reception signals.

(14) The working of trains on this authority shall be discontinued and the normal working
resumed when the cause for the issue of this authority no longer exists

(15) All the records in connection with the train working under this system shall be retained
at the station and Traffic Inspector of the section shall scrutinise them and submit his report to the
Divisional Railway Manager (Traffic) within seven days of the resumption of the normal working.

9.13.Movement of trains against the direction of traffic on the Automatic Block System.-

In Automatic Signalling territory, trains shall run in the established direction of traffic only.
Movement of trains against the established direction of traffic in not permitted. When in an emergency it
becomes unavoidably necessary to move a train against the established direction of traffic, this shall be
done only under special instructions, which shall ensure that the line behind the said train upto the
station in rear is clear and free from obstruction.

S.R.9.13 (i) In case a Loco Pilot finds in the mid-section that it is impossible to proceed onwards
due to the failure of the train engine or obstruction on the line or any other reason he shall contact the
Controller on duty through the Traction Power Controller on the field telephone and furnish the details. If
the train is required to be moved against the direction of traffic, the Controller on duty shall contact the
Station Master of the station in rear of the train and ensure that no train has been permitted into the
section on the same line in rear of the train required to be brought back. After ensuring this, the
Controller shall advise the Station Master to make arrangements for receiving the train and issue
numbered message accordingly. The numbered message shall contain a Private Number. The Station
Master shall acknowledge the same by giving a message with a Private Number to the Controller and shall
not permit entry of any train into the section on the same line till the complete arrival of the train being
brought back into his station. He shall also arrange for closure of all level crossings to be negotiated by
the returning train. The automatic working shall be deemed to be suspended till the disabled train is
backed into the station in rear and the section is clear of trains. The Station Master shall advice the
Station Master in advance, of the situation and both the Station Masters shall enter in the respective
Train Signal Registers the reason for backing the train. The Station Master shall also advise the Gate
Keepers of intervening level crossings of the movement over phone wherever phone communication is
available. The Station Master and the Gate Keeper shall make proper entries in this regard. After
obtaining the acknowledgement from the Station Master in rear, the Controller shall issue a numbered
message with a Private Number to the Loco Pilot of the train waiting in the mid-section authorising him to
back his train, permitting him to proceed against the direction of traffic upto the station in rear. The Loco
Pilot shall record the message in his rough journal book and shall not move his train unless the Guard

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has read and acknowledged the message by signing in the rough journal book of the Loco Pilot. The Guard
shall travel in the leading vehicle and continuously exhibit a proceed hand signal towards the Loco Pilot.
The Loco Pilot shall keep a good lookout and be prepared to stop the train in the absence of the proceed
hand signal from the Guard treating it as an indication of obstruction. The Guard shall keep a sharp look
out. The Loco Pilot shall use the whistle frequently. The speed shall not exceed 10 kilometres an hour .
Before passing a level crossing, the Guard and the Loco Pilot shall ensure that the level crossing gates are
closed and secured against road traffic and that the Gate Keeper displays proceed hand signal. In thick
and foggy weather or when visibility is poor the Guard shall also depute a competent railway servant to
proceed ahead, with hand signals, detonators, etc., with instructions to exhibit hand danger signals
towards the train in case of any obstruction and to use fog signals immediately.

Note: - If a relief engine/train is required to be sent into the block section to pull back a
disabled / crippled train from mid-section, the relief engine/train shall be sent into the block
section on “Authority to proceed without Line Clear”

S.R.9.13 (ii) in case following trains have already entered behind the disabled train into the block
section, the rearmost trains shall be brought back to the station first and the next train subsequently,
always ensuring that the track in rear of the train to be moved against the direction of traffic upto the
station in rear is clear. Each train shall have the specific authorization from the controller and shall be
moved as mentioned in S.R.9.13 (i) above.

S.R.9.13 (iii) If difficulty is experienced in contacting the controller on the field telephone,
the Loco Pilot shall depute the Assistant Loco Pilot/Assistant Guard/Guard with a message to the station
in rear or in advance of the affected section so that the information is conveyed by the quickest means.
If control working has failed, the Station Master in rear shall authorise the movement of the train(s)
upto his station against the direction of traffic, after duly contacting the Station Master at the other
end of the affected section and advising him of the position. All messages despatched to the Loco Pilots
shall have the signature of the Station Master in rear with the station stamp. All the messages issued by
the Loco Pilot and the Station Master in rear must be promptly communicated to the Station Master in
advance also. When control working has failed at the station in rear and/or if the disabled/crippled train
is nearer to the station in advance, messages between the Loco Pilot and the Station Master in rear shall
be communicated through the Station Master of the station in advance. In such cases the messages shall
have the signature of the Station Master in advance with the station stamp.

S.R.9.13 (iv) the train being brought back against the direction of traffic shall be stopped well
clear of the Home signal in the case of single line and opposite to the manual/semi-Automatic Signal on
the other line in the case of double line and thereafter be guided by the Station Master who shall
arrange to receive the train on signals or by piloting according to the situation. The relevant provisions
contained in G.Rs.4.12 and 5.10 and the subsidiary rules there under shall be strictly adhered to by all
the staff concerned

S.R.9.13 (v) whenever it becomes necessary to make shunt moves, which involve movement against
the direction of traffic, the Station Master shall advise the Station Master at the other end of the
section and the controller on duty if control is working. After ensuring that the section is clear, the Loco
Pilot shall be issued with a memo to shunt upto the specified location and return back. For forward
movement Starter or shunt signals, if any, shall be cleared. In the return direction the point at which the
Loco Pilot shall stop before being received into the station shall also be mentioned in the memo. The
individual number(s) of the Automatic Signals the Loco Pilot has to pass while performing shunting shall
be mentioned in the memo. This is subject to the stipulation in the Station Working Rules.

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9.14. Procedure when Semi-Automatic Stop signal is “on”.-

(1) When a Semi-Automatic Stop signal is worked as an Automatic Stop signal, Rule 9.02
or 9.07 Shall Apply as the case may be.
(2) When a Semi-Automatic Stop signal is working as a Manual Stop signal and becomes
defective, it may only be passed under relevant rules detailed in Chapter III, Section “H”.

(3) When a Loco Pilot is authorised to pass a Semi-Automatic Stop Signal at “on” by taking
“off” the Calling-on signal fixed below it, he shall follow the precautions stipulated in Rule 9.02 or 9.07 as
the case may be.

S.R.9.14(i)(a) In automatic territories the Loco Pilot shall not pass a Manual Stop Signal or a
semi Automatic Signal working as manual stop signal at “ON” unless he is in possession of Form T/369-
(3b) issued by the Station Master duly piloted by a competent Railway servant if the signal governs the
entry of the train into the station and Form T/369-(3b) issued by the Station Master and a proceed
hand signal at the foot of the signal, if the signal controls the departure of the train from the station.
(C.Memo No.1/2014 dated 14.07.14)
The Station Master shall before issuing Form T/369-(3b), ensure that all the points over
which the train will pass are correctly set and padlocked and the L.C. gates are closed and secured
across road traffic. He shall then depute a competent Railway servant to deliver Form T/369-(3b) at
the foot of the above signal. Similarly the Station Master before issuing Form T/369-(3b) shall
ensure that the points over which the train will pass are correctly set and padlocked and that the L.C.
gates are closed and secured across the road traffic and post a competent Railway servant to show a
proceed hand signal at the foot of the signal.

S.R.9.14(i)(b) In the Automatic Signalling territory the following rules will be observed in
the event of failure of a Semi-Automatic/Manual departure signal:

(i) If a Semi-Automatic Signal fails the Loco Pilot when permitted to pass that signal on a
written authority he shall take all the precautions as in the case of passing an Automatic Signal at "ON"
as per GR & SR 9.02.

(ii) In the case of failure of a manual stop signal, the Loco Pilot shall pass the signals at
danger only after being given a written authority in the Form T/369-(3b) with a proceed hand signal
at the foot of that signal. After passing the manual stop signal at danger on the prescribed written
authority the Loco Pilot shall proceed upto the next signal as applicable for the Automatic Signal.

Note: - The written permission shall be given by the Station Master of the station
where the semi-automatic stop signal concerned is situated, unless otherwise provided for by
special instructions.

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S.R.9.14 (i)(c) Semi- Automatic Signals controlled from a lever frame or panel in
conjunction with king lever/knob function either as manual signals with the king lever/knob in the “normal
position ” or as Automatic Signals with the king lever/knob in the “reversed” position. The king lever/knob
when reversed locks the points in their required position, so that the signals will function automatically.
An illuminated marker light is lit when the king lever/knob is in automatic position. The marker light is
switched “off ” when the king lever/knob is returned to “normal ”, thus signifying to the Loco Pilot that it
is functioning as Manual signal.
Note: There are Semi-Automatic Signals controlling crossovers situated in automatic section.
These signals protecting the cross overs act as Automatic Signals with the “A” marker light lit up when
the crossover is set to the normal position. When the crossover is not set to the normal position, these
signals will act as Manual signals with the “A” marker light extinguished

S.R.9.14 (ii) Issue of Competency Certificate to Loco Pilots/Motormen and Guards

working on automatic block system. The Loco Pilots/Motormen and Guards working on the automatic block
system shall undergo an orientation course on Automatic B lock S ystem at the Multi-Discriplinary Zonal
Training Institute, Tiruchchirappalli. They shall be thoroughly examined in their knowledge of rules for
working of trains in the Automatic Block System of working and there upon be issued with the
Competency Certificate by the Principal, Multi-Discriplinary Zonal Training Institute, Tiruchchirappalli.
When the original Competency Certificate is lost, Principal, Multi-Discriplinary Zonal Training Institute,
Tiruchchirappalli shall issue duplicate Competency Certificate. However, in the meanwhile Sr.DOM/
DOM of the Division is authorised to issue a “ Provisional Orientation Course Certificate” after satisfying
himself about the Competency of the individual. This certificate is valid for 10 days. Loco Pilot/Motor man
and Guards shall not be allowed to work on such sections unless they are in possession of the Competency
Certificate /Duplicate Competency Certificate/Provisional Competency Certificate. The Competency
Certificates shall be renewed after conducting systematic checks by Loco/Transportation Inspectors at
intervals not exceeding 6 months. (C M 9 dated 20.02.07). If for any reason , the Competency
Certificate has not been renewed by the Loco Inspector/Transportation Inspector within the
period of 6 months, the certificates shall be renewed for a further period of 6 months by Sr.DEE/AEE/
OP/DME/AME in case of LPs/ALPs and by DOM/Genl. or AOM/Genl. or any other officer of Traffic
Transportation Department of the Division concerned only in the case of Guards, after checking their
knowledge. Records regarding the validity of Competency Certificates to work in Automatic territory for
LPs/ALPs and Guards may be maintained and monitored by the Depot Official in –charge. (C.M No.03/2014
Dt.29.02.14)

9.15. Passing a Gate Stop signal at “on” in Automatic Signalling territory:-

If the Loco Pilot finds a Gate Stop signal at "on” in an Automatic Signalling territory,-

(a) he shall comply with the provisions of Rule 9.02 or 9.07 as the case may be, if the “A” marker is
illuminated, or

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(b) (i) If the “A” marker light is extinguished, he shall sound the prescribed code of whistle to warn the
Gateman and bring his train to a stop in rear of the signal and

(ii) After waiting for one minute by day and two minutes by night, the signal is not taken “OFF”, he
shall draw his train ahead cautiously up to the level crossing and

(iii) If the Gateman is available and exhibiting hand signals proceed further past the level crossing
gate cautiously, or

(iv) If the Gateman is not available, or is available but not exhibiting hand signals, stop in rear of the
level crossing and after ascertaining that the gates are closed against road traffic and on getting hand signals
from the Gateman and in his absence from Assistant Loco Pilot, the Loco Pilot shall sound the prescribed
code of whistle and cautiously proceed up to the next Stop signal complying with the rule 9.02 or 9.07 as the
case may be.

Note :- The code whistle mentioned in G.R. 9.15 (b) (i) & (iv) shall be one long continuous
whistle and the Loco Pilot shall stop 30 metres short of the level crossing before passing it
cautiously in case of G.R 9.15 (b) (iv). (C. Memo No. 5)

S.R.9.15(i) Semi-Automatic Signals controlled by level crossing gates are fitted with a yellow
enamelled disc with a letter “G” in black in addition to the “A” marker light, and they are controlled by
the gate in addition to track-circuits. The gate control cannot be released until the gates are closed and
locked across the public road. When the gate control is released the “A” marker remains lit.

S.R.9.15 (ii) When a Loco Pilot finds that a Semi-Automatic Stop signal protecting a level
crossing is at “ON” with “A” marker light extinguished, he shall report the fact to the next station in
the same manner as he reports the failure of an Automatic Stop signal under Rule 9.11.

9.16. Illustrative diagrams.-

Automatic change of sequence of aspects behind the train in three-aspect and four
aspect signalling is illustrated in the following diagrams, which are not drawn to scale:-

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 AUTOMATIC CHANGE OF SEQUENCE OF ASPECTS BEHIND THE TRAIN IN THREE- ASPECT SIGNALLING TERRITORY

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 AUTOMATIC CHANGE OF SEQUENCE OF ASPECTS BEHIND THE TRAIN IN FOUR-ASPECT SIGNALLING TERRITORY

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CHAPTER X

THE FOLLOWING TRAINS SYSTEM

10.01 Essentials of the Following Trains System.-

(1) Where trains are worked on the Following Trains System, they may be dispatched from one
station to the next, following each other in succession in the same direction on the same line in such manner
and at such intervals of time as may be prescribed by special instructions.

(2) Trains shall not be worked on the Following Train System unless the Station Master of the
block station in advance has exchanged messages regarding his redlines to receive the trains and has, in
addition, given his assurance that no train will be allowed to leave his station for the station from which the
following trains are to be despatched, until the latter have all arrived at his station and until he has received
permission to despatch trains in opposite direction.
10.02 Report to the Commissioner of Railway Safety.-

When the Following Trains System is introduced on any portion of a railway under Rule 7.01, a
report shall be sent by telegram to the Commissioner of Railway Safety.

10.03 Conditions to be observed in working trains on the Following Trains System.- When
the Following Trains System is adopted, the following conditions shall be observed, namely:-

(a) no train shall start until the Loco Pilot has been given a written authority to proceed in the form
prescribed for the purpose and a written acknowledgment thereof has been obtained from him, the train being
stopped for the purpose, if not booked to stop,

(b) the authority to proceed shall state the station at which the train is next to stop, the speed
at which it is to run and the actual time of departure of the preceding train.

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(c) the Loco Pilot and Guard of each Preceding train shall have been informed of the fact
that a train will follow, and of the probable period which will elapse before the following train shall start,

(d ) a train shall not follow another from a station unless there has elapsed since the
departure of the previous train, an interval of not less than 15 minutes, or such shorter interval as may be
fixed by special instructions,

(e ) all the trains following the first train shall be timed to run at the same speed and such
speed shall not exceed 25 Kilometres an hour except under special instructions,

(f) the actual time of the departure of each train shall at once be intimated to the
block station in advance and the actual time of arrival of each train shall at once be intimated to the
block station in rear, and
(g) the number of following trains running at the same time between any two block
stations shall not be more than one for each 5 kilometres of station interval; and unless permitted by
special instructions, shall never exceed four, whatever may be the length of the station interval.

10.04 Delivery of authority to proceed to Loco Pilot or Guard on the Following Trains
System:-

(1) Every authority to proceed shall be delivered to the Guard or Loco Pilot by the Station
Master, or by some railway servant appointed in this behalf under special instructions.

(2) When such authority to proceed is delivered to the Loco Pilot under sub-rule (1), a duplicate
shall be given to the Guard.
(3) When an authority to proceed is delivered to the Guard under sub-rule (1), it shall be
either-

(a) Handed Personally by the Guard to the Loco Pilot;

or
(b) counter signed by the Guard and then handed to the Loco Pilot either by the Station
Master or by some railway servant appointed in this behalf by special instructions.

(4) An authority to proceed shall not be handed to the Loco Pilot under sub-rule (2) or (3)-

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(a) until the train is ready to start, and

(b) if the train is waiting to pass another train, until the whole of the latter train has come in
and is clear of the running line for the former train.

10.05 Authority to proceed on the Following trains System:-

The written authority to proceed for use on the Following Trains System shall be in the following
form:-

Serial No…………………………….. ……………………………Railway

THE FOLLOWING TRAINS SYSTEM
AUTHORITY TO PROCEED
Up (or Down)
Train No……………..Up (or Down) Date………….Time……………Hours……Minutes
From……………………Station to………………………..Station
To Loco Pilot and Guard
(1)You are hereby authorised to proceed with your train
from……………Station to ……………….Station
(2)Train No …………ahead of your train left this stationat
….hours………minutes.
(3)Train No…………shall follow your train from this station at ………hours………minutes.
(4)You are required to observe a speed restriction of ……………………… Kilometres an hour.

Signed………………………........
Station Master at…………………
(Station Stamp) Signature of
Guard at………………………………………………..Station.
*Strike out whichever is inapplicable.
This ticket shall be given up by the Loco Pilot immediately on arrival to the Station
master or other person authorized to receive it and such person shall immediately
cancel it and place it on record.

10.06 Responsibility as to proper preparation of authority to proceed on the Following

Trains System:-

(1) When an authority to proceed is delivered to the Loco Pilot under sub rule (1) of Rule
10.04, the Station Master shall see- (a) that it is properly filled up in the form prescribed for the purpose,
and (b) that it is signed in full and in ink.

(2) When the authority to proceed is delivered to the Loco Pilot under sub-rule (1) of
10.04, he shall satisfy himself that the authority to proceed delivered to him has been correctly and
completely prepared in the form prescribed for the purpose and he shall not proceed with his train until he
has done so and the mistake or omission, if any, has been rectified.

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(3) When an authority to proceed is delivered to the Guard of the train under sub-rule(3) of
Rule 10.04, he shall, before it is handed to the Loco Pilot satisfy himself similarly.

10.07. Obstruction in face of approaching train or trains on the following trains system:-
The line shall not be obstructed outside the outermost facing points in face of an approaching
train as long as this system of working is in force.
10.08. Cessation of working on the Following Trains System:-

When it is intended that no more following trains shall be despatched in the same direction, the
Station Master shall intimate such intention by a message to the block station in advance, after which no
more trains in either direction shall be despatched between the two station until the last train has arrived
at the block station in advance and the line has been cleared between the two stations.

10.09. Protection of trains on the Following Trains System:-

(1) When a train is stopped between Stations and if the detention exceeds or is likely to
exceed five minutes, it shall be protected in accordance with the provisions of rule 6.03, except that the
Guard going back to protect the train shall place one detonator, at 250 metres from the train on the way
out, and two detonators; 10 meters apart, at 500 meters from the train, irrespective of gauge.

(2) In case the train, stopped between stations, is unable to proceed on account of
accident, failure, obstructions or any other exceptional cause, the Loco Pilot shall also arrange to
protect the train in the front in the manner laid down for the Guard.

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CHAPTER XI

THE PILOT GUARD SYSTEM

11.01. Essentials of the Pilot Guard system: - Where trains are worked on the Pilot
Guard System,-

(a) a railway servant (hereinafter called a Pilot Guard) shall be specially deputed to pilot
trains; and
(b) no train shall leave a station except under the personal authority of the Pilot Guard.

11.02. Conditions to be observed for following trains on the Pilot Guard System:-
Trains shall not follow one another in the same direction between stations, unless-
(a) the Loco Pilot has been properly warned of the time of departure of the preceding train
and of the place at which it will next stop;
(b) all the trains are timed to run at the same speed, and such speed shall not exceed 25
kilometres an hour except under special instructions; and
(c) an interval of fifteen minutes has elapsed since the departure of the preceding train.

11.03. Pilot Guard’s dress or badge:- The Pilot Guard shall be distinguished by a red dress or
badge.

11.04. Pilot Guard to accompany train or give authority to proceed:-

(1) No train shall be started from a station unless the Loco Pilot sees that it is
accompanied by, or that the authority to proceed is given personally by the Pilot Guard wearing the
dress or badge prescribed in Rule 11.03.
(2) The Pilot Guard shall accompany every train:

Provided that when it is necessary to start two or more trains from one end of the section before a train
has to be started from the other end, the Pilot Guard shall accompany only the last of such trains,
and shall personally give the authority to proceed for the preceding trains.

(3) When accompanying a train, the Pilot Guard shall ride on the foot plate of the
engine.

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11.05 Pilot Guard's Tickets:-

(1) When the Pilot Guard does not accompany a train, he shall deliver to the Guard (or, if there be
no Guard, to the Loco Pilot) a Pilot Guard's ticket on a printed form properly filled up and signed in ink, as the
authority to proceed.

(2) Every such ticket shall apply only to the single journey to the station named on it.

(3) If the train is in charge of a Guard, he shall, before the train is started, deliver the ticket to the
Loco Pilot.

(4) Immediately on the arrival of the train, the Loco Pilot shall deliver the ticket to the station
Master who shall at once cancel it.

11.06 Protection of trains on the Pilot Guard System:- In the event of a train, which is
followed by another train, stopping on the line between stations, the Guard and the Loco Pilot shall take
action to protect the train in accordance with the provisions of Rule 10.09

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CHAPTER XII

THE TRAIN STAFF AND TICKET SYSTEM

12.01 Essentials of the Train staff and Ticket System.- Where trains are worked between
two stations on the Train-staff and Ticket System ,

(a) a single Train-staff shall be kept at one of such station, and

(b) no train shall start from either of such stations to the other unless the said Train- staff is at
the station from which the train, starts and has either been handed to or shown to the Loco Pilot by the
Station Master when giving such permission.

12.02 System where applicable:- Trains may be worked on the train-staff and Ticket System
only when the line is single and only between such stations as have been declared by special instructions
to be Train-staff stations.

12.03 Conditions to be observed for following trains on the Train-staff and

Ticket System:- Train shall not follow one another in the same direction between Train-staff stations,
unless-
(a) the Loco Pilot has been properly warned of the time of departure of the preceding train
and of the place at which it will next stop;
(b) all the trains are timed to run at the same speed, and such speed shall not exceed 25
kilometres an hour except under special instructions; and
(c ) an interval of fifteen minutes has elapsed since the departure of the preceding train.

12.04 Loco Pilot to have Train-staff or Train-staff Ticket:- No train shall be started from a station
unless the Loco Pilot has in his possession to be carried with him on the journey, either the Train-staff or
a Train-staff Ticket, for the section of the line over which the train is about to travel.

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12.05 Train-staff or Train-staff Ticket: by whom to be delivered to Loco Pilot:- The Train-
staff or Train-staff Ticket shall be delivered to the Loco Pilot by the Station Master or by some railway
servant appointed in this behalf by special instructions.

12.06 Train-staff or Train-staff Ticket: when to be delivered to Loco Pilot:-

(1) When no other train is intended to follow before the Train-staff will be required for a train
running in the opposite direction, then subject to the provisions of sub-rule (3), the Train-staff shall be
delivered to the Loco Pilot.

(2) When other trains are intended to follow before the Train-staff can be returned,then,
subject to the provisions of sub-rule (3), a Train-staff Ticket indicating that the Train-staff is following,
shall be delivered to the Loco Pilot of each train except the last; and the Train-staff shall be delivered to
the Loco Pilot of the last train.
(3) When a train is assisted by a second engine in the rear, a Train-staff Ticket shall be
delivered to the Loco Pilot of the front engine and the Train-staff shall be delivered to the Loco Pilot of
the rear engine.

Provided that if both the engines attached to the trains are to travel over the entire length of line
to which the Train staff applies, and the train is to be followed by other trains, Train-staff Ticket shall be
delivered to the Loco Pilot of each of the engines attached to the first mentioned train.

(4) When a train is assisted by a second engine in the front, the Train-Staff or a Train- staff
Ticket, as the case may be, shall be delivered to the Loco Pilot of the leading engine.

(5) When a material train has to stop between stations, the Train-Staff shall be delivered to
the Loco Pilot.

(6) The Train-staff or Train-staff Ticket shall not be delivered to the Loco Pilot of any train
until the train is ready to start.

(7) The Loco Pilot shall not accept a Train-staff Ticket unless he sees the Train-staff at the same
time in the possession of the person who delivers the train-staff ticket to him.

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12.07 Train-staff to be kept on engine:-

When the Train-staff is delivered to the Loco Pilot of a train, he shall place it in a
conspicuous place provided for the purpose, on the engine.

12.08 Trains not to be started until train-staff returned:-

When the Train-staff has been taken away from a station by the Loco Pilot of a train, no other
train shall be started from that station to follow the first mentioned train until the Train-staff has been
returned to the station.

12.09 Train-staff or Train-staff Ticket to be given up and Ticket to be cancelled on

arrival of train:-

(1) Upon the arrival of a train at the station to which the Train-staff or a Train Ticket
extends, the Loco Pilot shall immediately give the Train-staff or Train-staff Ticket to the Station Master; or
to some railway servant appointed by special instruction to receive it.

(2) The person to whom any such Train-staff Ticket is so delivered shall immediately cancel
the same.

12.10 Procedure when engine is disable on the Train-staff and Ticket System:-

(1) If an engine which carries the Train-staff breaks down between two stations, the
Assistant Loco Pilot shall take the Train-staff to the Staff-station in the direction whence
assistance can best be obtained, in order that the train-staff may be available at that station for
delivery to the Loco Pilot of the Assisting engine.

(2) If an engine which carries a Train-staff Ticket breaks down between two stations,
assistance shall ordinarily be obtained only from the station at which the Train-staff has been left;
but if assistance can more readily be obtained from another station in the opposite direction,
immediate steps shall be taken to have the Train-staff transferred to the other end of the section

(3) Whenever an engine has broken down between two stations, the Assistant Loco Pilot shall
accompany the assisting engine to the spot.

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12.11 Train-staff Tickets: how kept:-

Train-staff Tickets shall be kept in a ticket-box provided for the purpose and fastened by an
inside spring, the key to open the box being the Train-staff to which the tickets apply.

12.12 Train staff: how kept:-

The Train-staff, when at a station, shall not be left in the box but shall be kept by the
Station Master in safe Custody

12.13 Distinguishing marks on Train-staff Tickets and boxes:-

(1) Each Train-staff shall have shown upon it the name of the Train-staff station at each end of
the portion of line to which it applies.

(2) The Train-staff and Train-staff Tickets and boxes for the different portions of the line shall
be distinguished by different colours.

(3) “Up” and “Down” Train-staff Tickets shall also have distinguishing marks.

12.14 Form of Train-staff Ticket:-

Every Train –staff Ticket shall be in the following form:-

Ticket No……………….. ……………………Railway

TRAIN-STAFF TICKET
Up (or Down)
Train No…………………….
Time……………….Hours…………….Minutes
From………………..To……………………….
To Loco Pilot and Guard,
You are authorized to proceed from……………….station to
…………………..station and the Train –staff will follow.
Train No. …………..in front left……………….Hours…………minutes.

Signed……………………
Station Master at……………
(Station Stamp)…………………

Date……………….

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(Back of Ticket)
The Loco Pilot shall not accept this ticket unless he sees the Train- staff for
the portion of line which he is about to enter.
This ticket shall be given up by the Loco Pilot, immediately on arrival, to the
Station Master or other person authorised to receive it, and such person shall immediately
cancel it.

12.15 Record of Train-staff Tickets issued:-

The Station Master shall keep a record in a book of each Train-staff Ticket issued,
showing the number of each ticket and the particular train for which it was issued.

12.16 Obstruction outside the Home Signal:-

The line outside the Home signal shall not be obstructed unless the Train-staff of portion of
the line to be obstructed is at the station.

12.17 Protection of trains on the Train-staff and Ticket System:-

In the event of a train, which is followed by another train, stopping on the line between stations,
the Guard and the Loco Pilot shall take action to protect the train in accordance with the provisions of
Rule 10.09.

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CHAPTER XIII
THE ONE TRAIN ONLY SYSTEM

13.01 Use of the One Train Only System:-

Trains may be worked on the One Train only System, only on short terminal branches on the
single line.

13.02 Essentials of the One Train Only System:-

Where trains are worked on the One Train Only System, only one train shall be on the
section on which this system is in force, at one and the same time.

13.03 Authority to enter the section:-

A Loco Pilot shall not take his train into the section unless, he is in possession of the
authority to proceed as prescribed by special instructions.

S.R.13.03 (i)(a) A Metal Token bearing the inscription, “One Train Only” and the section
to which it applies shall be supplied to each base station. For example, the inscription on the Metal
Token provided for use between A and B shall be as follows:-

ONE TRAIN ONLY

A-B

(b) (1) The Station Master on duty shall keep the Metal Token locked in a box, specially
provided for the purpose and retain the key of the box in his personal custody.
2) The Station Master shall not take the Metal Token out of the box, except when handing it
over to the Loco Pilot of train to enter the section. Immediately the Metal Token is received from
the Loco Pilot on his return to the base station, the Station Master shall secure it in the box.
(3) The non-availability of the Metal Token from the box shall be regarded by the Station
Master as an indication that the section is occupied by a train.
(4) The Metal Token shall be the sole “Authority to Proceed” for a train to work on the
section.

S.R.13.03 (ii) The Loco Pilot of the train on returning to the base station shall hand over
the metal token to the Station Master.

S.R.13.03(iii) The Station Master of the base station is also responsible for promptly
recovering the Metal Token from the Loco Pilot. He shall satisfy himself that the train has arrived
complete and immediately secure the Metal Token in the box.

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The Station Master of the base station shall also maintain a Train Signal Register wherein he
shall enter the Train Number, description of the train, the time of handing over of the Metal Token
to the Loco Pilot, the time of departure of the train from the base station, the time the train arrives
back and the time of securing the Metal Token from the Loco Pilot. Similarly, the Station Master or
Clerk-in-charge on duty at the other end of the sections shall enter the arrival and departure of the
train in the Train signal Register/Station Diary under signature.

S.R. 13.03(iv)(a) If the Metal Token in normal use is lost or badly damaged so as to
require replacement, the emergency Metal Token kept in a box locked and sealed in the duty Station
Master's office. (the key of which shall be in the personal custody of the Station Master on duty) shall
be brought into use. For example, the Metal Token provided for use in case of emergency on the A and B
section shall have the following inscription:-

EMERGENCY
ONE TRAIN ONLY
A-B

The Station Master on duty alone is authorized, in the exceptional circumstances

referred to above, to break the seal, open the lock and make use of the emergency Metal Token as
“Authority to Proceed” for trains to work on the section.

(b) (i) Whenever the Station Master of the base station brings into use the emergency Metal
Token, he shall record the fact in the Station Diary, detailing the circumstances under which and the time
at which the emergency Metal token was brought into use; he shall also advise the Station Master at the
other end by telephone. He shall also promptly advise the Traffic Inspector of the section, the Loco
Foreman and the Divisional Railway Manager by a special letter. The Station Master at the other end
shall also record the fact in the Station Diary. The Divisional Railway Manager shall immediately arrange
to supply a duplicate Metal Token to the Traffic Inspector advising the Loco Foreman and both the
Station Masters. The Inscription on the duplicate Metal Token shall bear the word "Duplicate". For
example, the duplicate Metal Token for use on the A and B section shall be as follows: -

DUPLICATE
ONE TRAIN ONLY
A-B

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On receipt of the duplicate Metal Token, the Traffic Inspector shall proceed to the base station and
bring the duplicate Metal token into use after having restored the emergency Metal Token into the
box and resealed the box. He shall advise the Station Master at the other end with copy to the Loco
Foreman and the Divisional Railway Manager.

An entry shall be made to this effect in red ink in the Train Signal Register or the Station
Diary as the case may be.

(ii) If the original Metal Token which has been lost is subsequently found, it shall not be handed
over as “Authority to Proceed” to any Loco Pilot. The Station Master shall immediately return it to the
Divisional Railway Manager advising the Traffic Inspector of the section.

13.04 Procedure in case of accident or disablement on the One Train only System:-

(1) (a) If the train becomes disabled and requires assistance or if an accident occurs which renders it
impossible for the train to proceed, the train shall be protected in accordance with the provisions of Rule 6.03.
in the direction from which assistance, if necessary, is being obtained.

(b) The Guard of the train shall convey advice of the circumstances under which the train has become
disabled and is not able to proceed, to the Station Master of the station from which assistance can best be
obtained, and if it is necessary for such Guard to proceed to such station, he shall instruct the Loco Pilot in
writing to keep the train stationary until his return, and obtain his written acknowledgement.

(2) (a) Such Station Master, if he is not the Station Master of the base station, shall communicate this
information to the Station Master of the base station. On receipt of such information, the Station Master of the
base station may allow another engine to enter the line.

(b) The engine so sent shall either be accompanied by the Guard of the disabled train, who shall
explain to the Loco Pilot where and under what circumstances the disabled train is situated, or the Loco Pilot
of the engine so sent shall be given a written authority containing such instructions as to where and

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under what circumstances the disabled train is situated and such other particulars as may be necessary
to enter the line unaccompanied by the Guard of the disabled train.

(3) The Guard of the disabled train shall be responsible for the safe and proper working of the train
until the disabled train has been moved and any other engine sent to the assistance of the disabled train has
been returned to the base station.

(4) If there is no Guard of a disabled train, the Assistant Loco Pilot or, if necessary, the Loco Pilot shall
perform the duties imposed by this rule on the Guard, provided the engine is not left unmanned in terms of
Rule 4.20.

S.R. 13.04(i)(1) When a Loco Pilot leaves a base station without proper “Authority to Proceed” he
shall immediately stop the train.

(2) The Loco Pilot and the Guard shall protect the train in accordance with Rule 6.03.

(3) The Guard, or in his absence, the Loco Pilot shall convey the report of the occurrence in
writing to the Station Master of the base station direct or through the official at the terminal either by
utilizing the magneto telephone, if provided, at a nearby flag station or engineering level crossing gate or
by sending a messenger if there is no phone communication.

(4) The Loco Pilot shall restart his train only when he is in receipt of a memo authorising him to
restart supported by a Private Number from the Station Master of the base station.

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CHAPTER XIV

BLOCK WORKING
A. General provisions

14.01 Means of granting or obtaining Line Clear.-

The running of every train shall, in its progress from one block station to another, be regulated by means
of any one of or a combination of the following.-
(a) electrical block instruments of token or Tokenless type,
(b) track circuits,
(c) axle counters, or
(d) electrical communication instruments.
S.R.14.01 (i) The order of preference of the means of communication for obtaining /
granting Line Clear for train operation under Absolute Block system shall be as enumerated below:-

a) Block instruments / Track Circuits / Axle Counters.

b) Telephone attached to Block Instrument
c) Station to station fixed telephone
d) Fixed telephone such as Railway Auto Phone and BSNL phone
e) Control Telephone and
f) VHF sets under special instructions, but not as the sole means of communication
on sections where passenger trains run.

S.R.14.01 (ii) (a) In all cases where Line Clear is to be obtained for a train by any means of
communication other than the Block Instruments / Track Circuits / Axle Counters or Telephone attached to
Block Instrument, the Station Masters at either end of the concerned block section shall establish their
identity and that of their stations by cross checking the Private Numbers in the Train Signal Register given
for Line Clear for the preceding three trains in the direction in which the train is to be started.

(b)The first Private number shall be called out by the Station Master seeking line clear.
The preceding Private Number shall be called out by the Station Master at the other end and the third
Private number again by the Station Master seeking line clear, with due cross checking of each number.
When ever Line Clear is obtained through Control phone, the crossing checking of Private Numbers shall be
done in the presence of Section Controller who shall record the same in the register maintained for this
purpose.

(c) After establishing the correct identity by cross checking of Private Numbers, Line
Clear shall be obtained in the usual manner and the train may run at normal speed subject to other speed
restriction in force except for the first train on twin single line section for which a caution order shall be
issued for a speed restriction of 25 kmph over the entire block section.

(d) All the three Private Numbers cross checked shall be entered in the "Remarks"
column of the Train Signal Register against the entry for the train at both stations. The following
endorsement shall be made on the paper authority to proceed given to the loco Pilot.
"Line Clear obtained through supported by cross checking of Private Numbers given for the preceding
three trains‟. (Correction Memo No. 6 dated 29.10.07)

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14.02 Provision of instruments.-

(1) Electrical communication instruments shall be provided at every station, except at class
“D” stations where they may be provided under special instructions.

(2)(a) The electrical block instruments, where provided, and electrical communication instruments at
any station shall be of a type approved by the Commissioner of Railway Safety and shall not be
brought into use in the first instance unless they have been passed by him.

(b) The person in charge of the maintenance of electrical block instruments or

electrical communication instruments shall not without the approval of the Commissioner of Railway
Safety, permit the substitution, for the instruments and installation brought into use in the first instance, of
any instruments or installation which do or does not satisfy the conditions prescribed in clause (a).

S.R.14.02 (i) Token / tokenless block territory indication Boards:- To remind Loco Pilots
that they should be in possession of token when passing from a section worked by tokenless block
instruments or double line block instruments to a section worked by token instruments, boards with the
legend “Token Territory ahead” are provided on the First Stop signal of the Station where token working
commences. Similarly, boards with the legend, “ Tokenless territory ahead” are provided at the First Stop
signals of the station where tokenless working commences. At junction stations where token and tokenless
territories meet, the First Stop signal of each direction shall carry the appropriate legend with added
information “towards…” whenever a change from token to tokenless territory or vice versa is involved.

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S.R.14.02(ii) System of Working/System of Signalling. Indication Boards:-

To serve as a guidance to the Loco Pilots that they are passing from one system of Working to
another, an indication Board with suitable legend shall be provided on the appropriate Stop signal.
Indication Boards with suitable legend shall also be provided on the appropriate Stop signal to guide the
Loco Pilots that they are passing from one type of signalling to another (From Two Aspect Signalling to
Multiple Aspect Signalling etc.,)

14.03. Consent required before interfering with Block working equipment.-

No railway servant shall interfere with the block working equipment, or their fitting for the purpose of
effecting repairs, or for any other purpose, except with the previous consent of the Station Master.

B. Block stations at which Electrical Block instruments, Track Circuits or Axle Counters are
provided

14.04 Certificate of competency.-

(1) No person shall operate the electrical block instruments until he has passed a test in the
operation of block instruments and unless he holds a certificate of competency granted by a railway servant
appointed in this behalf by the Railway Administration.

(2) The certificate of competency referred to in sub rule (1) shall only be valid for a period of
three years or such longer period as may be laid down by special instructions.

S.R.14.04 (i) The Principal, Multi-Discriplinary Zonal Training Institute, Tiruchirappalli is

responsible for proper training and issue of Block Competency Certificates to staff connected with block
working, attending initial / promotional / refresher course and other special courses after necessary
tests are conducted by him. Such certificates shall be valid only for a period of 3 years from the date of
the issue, up to the last day of the month in which the BCC is due for renewal. It can be revalidated only
once for two more months by Senior Divisional Operations Manager/Divisional Operations Manager. In
such cases, the holder of the Block Competency Certificate shall advise to the Senior Divisional
Operations Manager/Divisional Operations Manager in writing through the Station Manager/Station
Master in charge not less than 15 days in advance of the date of expiry and the Senior Divisional
Operations Manager/Divisional Operations Manager shall renew the same after conducting necessary
test. A record of such test with its result shall be made at the back of the original Block Competency
Certificate.

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The Block Competency Certificate shall be in the personal custody of the staff to whom it is
issued (except when it is sent for the counter signature of the Sr. Divisional/Divisional Operations
Manager) and it shall be promptly produced for inspection by the Officers and the inspecting officials of
the Operating and Signal Departments.

14.05 Bell Code.-

For the signalling of trains, the prescribed code of bell signals as detailed below, shall be used and a
copy thereof shall be exhibited in each block station near the place of operation of the block working
equipment-

REF HOW HOW

INDICATION CODE
NO SIGNALLED ACKNOWLEDGED

CALL ATTENTION OR One stroke One stroke or

1 0
ATTEND TELEPHONE or beat beat

IS LINE CLEAR OR LINE

2 00 Two Two
CLEAR ENQUIRY

TRAIN ENTERING
3 000 Three Three
BLOCK SECTION

(A) TRAIN OUT OF

BLOCK SECTION
4 0000 Four Four
(B) OBSTRUCTION
REMOVED

(A) CANCEL LAST

SIGNAL
5 00000 Five Five
(B) SIGNAL GIVEN IN
ERROR

(A) OBSTRUCTION
6 DANGER SIGNAL 000000 Six Six
(GENERAL)

(B) STOP AND Six pause

000000 - 0 Six pause one
EXAMINE TRAIN one

(C) TRAIN PASSED 000000 - 00 Six pause

Six pause two
WITHOUT TAIL LAMP OR two
TAIL BOARD

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Six pause
(D) TRAIN DIVIDED 000000 - 000 Six pause three
three

(E) VEHICLES RUNNING

AWAY IN WRONG
DIRECTION ON DOUBLE Six pause
000000 - 0000 Six pause four
LINE OR INTO THE four
BLOCK SECTION ON
SINGLE LINE

(F) VEHICLES RUNNING

AWAY IN RIGHT Six pause
000000 - 00000 Six pause five
DIRECTION ON DOUBLE five
LINE

7 00000000
TESTING Sixteen
00000000 Sixteen

Note;- (1) ' 0 ' INDICATES A STROKE OR A BEAT AND ' --- ' INDICATES A PAUSE
(2) EACH SIGNAL SHALL BE GIVEN SLOWLY AND DISTINCTLY.
(3) Exchange of bell codes under reference numbers 3 and 4 are not required in a section provided
with block proving axle counter or track circuit having complete track circuiting of station yard
excluding non- running lines on either end.

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S.R.14.05(i) In case where block instruments are housed in signal cabins, the Cabin Station
Master / cabin master shall , whenever the Bell codes are given or received to indicate the following ,
immediately advise the Station Master at the station:-

(a) Stop and Examine Train.

(b) Train passed without tail lamp or tail board.
(c) Train divided.
(d) Vehicles running away in wrong direction on Double line or into the block section on Single
line.
(e) Vehicles running away in right direction on Double line.

14.06 Acknowledgment of Signals.-

(1) Each signal received shall be acknowledged by sending its authorized

acknowledgment.
(2) No signal shall be acknowledged until it is clearly understood.
(3) A signal shall not be deemed to be complete until it is acknowledged.

(4) If the station to which a signal is sent does not reply, the signal shall be repeated at
intervals of not less than 20 seconds until reply is received.

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14.07 Train Signal Register.-

(1) A Train Signal Register shall be kept by the Station Master or under his orders.

(2) All signals received or sent on the electrical block instruments and the timings of receipt and
despatch shall be entered therein, immediately after acknowledgment, by the person operating the block
instrument.

(3) The timings entered in the register shall be the actual timings, except that any fraction of
a minute shall be counted as one.

(4) All entries in the register shall be made in ink.

(5) No erasure shall be made in the register, but if any entry is found to be incorrect, a line shall
be drawn through it, so that it may be read at any time and the correct entry shall be made above it.

(6) The person who keeps the register for the time being shall be responsible for all entries made
therein and for correctly filling in each column thereof.

S.R. 14.07 (i) (a) The Station Masters at either end of a block section making an entry for a train in
the Train Signal Register shall not break “off” duty till all entries relating to that train are completed
except in the following cases:-

(1) Material train working on line,

(2) Accidents, engine failures, overhead equipment failure, trains working in sidings etc., where
reasons for trains getting abnormally delayed are well known.

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(b) A line shall be drawn across in the Train Signal Register whenever Station Masters change
duty. The Station Master who is going “off” duty shall sign his name legibly and enter the time above the
line and the incoming Station Master shall do so below the line.

(c) In exceptional cases cited under clause (a), entries in the Train Signal Register so far made
shall be initialled by both the Station Masters. An entry, as under, shall be made in red ink, immediately
below the entry for the train and above, the line [see clause (b)] stating the reason. e.g.:

“Block section still occupied by train

(No. and description)………..working on line” .

Both the Station Masters shall sign this entry as required in clause (b). An entry to this effect
shall also be made in the Station Diary and initialled by both the station Masters.

14.08 Authority to proceed.-

The Loco Pilot shall not take his train from a block station unless he has been given an authority to
proceed-

(a) on the double line, by the taking “off‟ of the last Stop signal, and
(b) on the single line, either-
(i) by a token for the block section, taken from an electrical block instrument, or

(ii) by a Line Clear Ticket duly signed by the Station Master, or

(iii) by any document prescribed in this behalf by special instructions, or

(iv) by the taking “off” the Last Stop signal in lieu of tangible authority as mentioned in sub-clauses (i) to (iii)
on sections provided with electrical block instruments of tokenless type or track circuits or axle counters.

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S.R.14.08(i) Special instructions for working trains on “Authority to proceed without Line Clear”
Under abnormal conditions and emergencies:-

1.Circumstances under which the “Authority to proceed without Line Clear” is to beissued:-

(A) On the single line

(i) When the Station Master on duty becomes incapacitated and no relief can be had within a
reasonable time, the Guard of the waiting train shall prepare an “Authority to proceed without Line Clear”
for his train after verifying that the block section is clear of trains. He shall communicate with the
Station Master at the other end, obtain a Private Number and enter the same in the “Authority to
proceed without Line Clear”. The Guard shall also issue an Authority to the Loco Pilot to pass the
despatch signals, if any, at “on”. He shall also issue Caution Order, if necessary. Before leaving the
Station, the Guard shall make necessary entries in the Train Signal Register in red ink. He shall also
secure the incoming token of the previous block section from the Loco Pilot and hand it over to the
Station Master at the next block station.

If the Guard is not able to communicate with the Station Master at the other end and get a
Private Number, he shall not start his train but make every endeavor to get in touch with the Divisional
Operations Manager/Divisional Safety Officer for further orders.

(ii) When Line Clear Ticket (T/C 1425 or T/D 1425) or Conditional Line Clear Ticket (T/G 602, T/
H 602) cannot be issued to a train at the starting station. (C.Memo No. 1 / 2008 (8) dated 10.01.08 )

(iii) When a Station Master in advance is unable to give a Private Number at the time of giving
Line Clear for a train.
(iv) When Accident Relief Train is required to enter a block section already occupied by a trolley
on Form T/1518 with `line clear refused endorsement.

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(B) On the double line.-

(i) When the Station Master on duty becomes incapacitated and no relief can be had within
a reasonable time, the Guard of the waiting train shall prepare an “Authority to proceed without Line
Clear” for his train.

He Shall carry out all the precautions envisaged under Single line before issuing “Authority to proceed
without Line Clear” for his train.

(ii) When Line Clear Ticket (T / C 1425 or T / D 1425) cannot be issued at the starting
station. (C.Memo No. 1 / 2008 (9) dated 10.01.08)

(iii) When the Station Master in advance is unable to give a Private Number at the time of
giving Line Clear for a train.

(iv) When Accident Relief Train is required to enter a block section already occupied by a trolley
on From T/1518 with `line clear refused‟ endorsement.

(2) Information to be given on the “Authority to proceed without Line Clear” in respect
of the affected block section:-

(a) Reason for issue of the “Authority to proceed without line Clear”.

(b) Whether the block section is occupied or not-if so, the details.

(3) Preparation of the “Authority to proceed without Line Clear” by the

StationMaster/Guard:-

(a) Before preparing the “Authority to proceed without Line Clear”, the Station Master/Guard
shall examine the Train Signal Registers, Train Message books, Working time Tables, Train Notice
Register and Caution Order advices; and also contact Control and the Station Master at the other end,
whenever communication is available.

(b) The “Authority to proceed without Line Clear” shall be prepared in duplicate (by carbon
process) clearly and legibly. All the columns shall be completely and correctly filled in, without any
alteration or mistake in any of the entries. It shall be signed in full by the Station Master/Guard. If a
mistake is made in the “Authority to proceed without Line Clear” the word “cancelled” shall be
written across it and a fresh “Authority to proceed without line clear” shall be prepared and issued, the
cancelled” Authority to proceed without Line Clear” being retained in the book in its place or if already
detached pasted on the back of the duplicate copy.

(c) Whenever a Private Number cannot be obtained, due to the Station Master at the other end
of the section having lost or mislaid his Private Number book, the Station Master shall Write “not
obtained” in the P.N. column. (C M 9 dated 20.02.07)

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(4) Examination of the “Authority to proceed without Line Clear” by the Guard and Loco
Pilot:-
(a) The Guard and the Loco Pilot shall examine the “Authority to proceed without Line Clear”
carefully and ensure that all the columns are completely filled in, without any mistake or alteration in
any of the entries, that the date, station names and the number and description of the train are correct
and that it is signed in full by the Station Master. If any mistake is detected, the “Authority to proceed
without Line Clear” shall be returned to the Station Master and a fresh “Authority to proceed without
Line Clear” shall be obtained, the cancelled “Authority to proceed without Line Clear” being pasted on the
back of the duplicate copy. The “Authority to proceed without Line Clear” shall be signed in full by the Loco
Pilot and Guard in token of their having examined it and found it to be complete and correct.

(b) All trains, including non-stopping trains, shall be stopped at the station for the issue of the
“Authority to proceed without Line Clear” as well as at the other end for the Guard to sign the remarks
column of the Train Signal Register.

(5) Report to the Divisional Railway Manager:- The Station Master who issues an “Authority to
proceed without Line Clear” shall make a special report of the circumstances under which it was issued, to
the Divisional Railway Manager.

(6) Entries to be made in the Train Signal Register:- (a) All the entries relating to the train
dealt with on an “Authority to proceed without Line Clear” shall be made in red ink, in the Train Signal
Register.
(b) (i) When a train arrives at a station with an “Authority to proceed without Line Clear”, the
Station Master shall enter the number and description of the train and the time of its arrival in the Train
Signal Register, obtain the signature of the Guard, or the Loco Pilot in the case of a light engine, against
the entries for the train and then exchange the messages as per clause (iii) below, when communication is
available.

(ii) If the train returns to the starting station, the Station Master shall comply with the
provisions of clause (i) above and make the relevant entries in the Train Signal Register on the line
referring to the Train.

(iii) For each train that clears the section at either end of a block section, the Station Master
shall exchange the following messages:-

No…………………………..

My/Your Private Number………Train (No…………and description) .....….….

cleared section here at ……………….hrs………………..mts

No………………………..

Your/My Private Number …………. Understand Train (No. and

Description) ………………..cleared section at yours at………….hrs………….mts

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Note:- Reference to Private Number shall be omitted when a Private Number has not
been given.

(7) Precautions to be observed by Loco Pilots when trains are run on “Authority to proceed
without Line Clear”:-

(i) On Double line sections, the speed shall not exceed 25 kmph. during day when the view ahead is
clear and 10 Kmph during night or when the view ahead is not clear during day.

(ii) On single line sections the speed shall not exceed 15 kmph by day when the view ahead is clear
and 10 kmph during night or when the view ahead is not clear during day.

(iii) In thick or foggy or tempestuous weather or in dust storm, the Loco Pilot shall go at walking
pace whistling repeatedly preceded at an adequate distance by one man on foot with hand signals on
double line sections and by two men on foot, one displaying red light and the other carrying fog signals
ready for immediate use on Single line sections.

(iv) Both by day and by night, the train shall be piloted by a railway employee equipped with hand
signals and detonators through tunnels.

(v) During night, if the engine is not fitted with electric headlight or if the electric headlight is
not in working order, the train or the light engine shall be preceded at an adequate distance by a railway
servant carrying detonators and exhibiting a red light ahead to stop any other approaching train.

(vi) A Sharp look-out shall be kept at all times and the Loco Pilot shall be prepared to stop
short of any obstruction.

(vii) When approaching the Station ahead, the Loco Pilot shall bring his train to a stand outside the
First Stop signal and sound the whistle. If no one turns up from the station within 10 minutes, he shall
send his Assistant Loco Pilot immediately to the station or the cabin to inform the Station Master or
Cabinman of the arrival of the train. The train may be received by taking “off” the reception signals.

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(8) Resumption of block working:- The Working of trains on the “Authority to proceed without
Line Clear” shall be discontinued and block working resumed when the cause for the issue of “Authority to
proceed without Line Clear” no longer exists.

14.09. Loco Pilot to examine authority to proceed.-

(1) The Loco Pilot shall ensure that the authority to proceed given to him is the
proper authority under the system of working and refers to the block section he is about to enter, and if
the said authority is in writing that it is complete and duly signed in full and in ink.

(2) If the conditions mentioned in sub-rule(1) are not complied with, the Loco Pilot
shall not take his train past or start from the station until the mistake or the omission is rectified.

S.R.14.09(i) When a train clears the block section after entry at either end, the currency of the
“authority to proceed” ceases. If a train is required to re-enter the block section,fresh Line Clear shall be
obtained and fresh “authority to proceed” shall be given to the Loco Pilot.

14.10 Conditions for closing the block section.-

(1) When the block section has been cleared by the arrival of the train or by the
removal of the cause of blocking, the block section shall be closed by the block station in advance by
giving the prescribed bell code signal.

(2) Before such signal is given the Station Master shall satisfy himself as per the prescribed
special instructions.

(a) that the train has arrived complete, or the cause of blocking the section has been
removed, and

(b) that the conditions under which line clear can be given, are complied with. (C. Memo No. 5
dated 13.08.07)

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(3) The provision of clause (b) of sub-rule (2) may be relaxed at class `A‟ single line crossing stations.
In such cases, the Station Master shall satisfy himself that the train is standing at its Starter clear of the line on
which the second train is to run.

(4) Where in a section a block proving Axle Counter or continuous Track circuiting between
block stations and complete track circuiting of station section excluding non-running lines of the receiving station
is installed and is functioning and there is a clear indication of clearance of block section as well as complete
arrival of the train as per indication given, it would be taken as assurance for complete arrival of the train to the
Station Master. (C.Memo No. 5)

S.R.14.10 (i) The responsibility and procedure for ensuring compete arrival of trains at
Stations/Yards shall be incorporated in the Station Working Rules.

S.R.14.10 (ii) For all run through trains and for other trains which usually come to a stop at a place
whose Tail-Lamp/Tail Board can conveniently be observed, the responsibility for ensuring complete arrival
of a train devolves on the Station Master by physical observation of Tail Board/Tail Lamp in terms of GR
4.17(i).

S.R.14.10 (iii) At stations/Yards where owing to the inconvenient location of the Station
Master's office/ cabin or any other reason the Station Master in charge of the block working cannot
physically verify himself that the train has arrived complete by observation of Tail Board/ Tail Lamp, one
of the following procedures shall be followed in the order of priority according to the circumstances

S.R.14.10(iii) (a) Whenever the last vehicle of a train which has been received and berthed at the
station is in such a position that the Station Master is unable to see the Tail Board/Tail Lamp and satisfy
himself that the train has arrived complete, the Guard shall indicate to the Station Master that the train
has arrived complete and berthed clear of the fouling marks by waving his arm four times overhead from
side to side by day and by waving a white light in the same manner by night .This shall be acknowledged by
the Station Master in the same manner. This procedure shall be followed whenever the Guard and Station
Master can exchange the complete arrival signal conveniently.

S.R.14.10 (iii) (b) In the case of stations where block working is performed in the Station
house, worked with two cabins, one at either end of the yard, the cabin Station Master/cabin man shall
indicate to the Station Master in charge of block working that the train has arrived complete and berthed
clear of the fouling mark by giving a Private Number through telephone where provided or by waving a
green flag four times over head from side to side by day and by waving a white light by night in the same
manner where telephone is not provided or the telephone provided becomes defective. This shall be
acknowledged by the Station Master in the same manner.

S.R.14.10 (iii) (c) In case the Station Master is unable to ensure the complete arrival of a train in
terms of S.R 14.10 (iii) (a) or (b), the complete arrival shall be ensured by exchange of Private Numbers
between station Master and Guard through walkie-talkie in the following manner.

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The Station Master shall contact the Guard of the train through walkie-talkie by revealing his
identity by quoting his name, designation and station. The Guard shall acknowledge by giving out his name,
designation, the train number and description and the line of reception. After satisfying himself that the
last vehicle of his train is standing clear of the fouling mark the Guard shall communicate a Private
Number to the Station Master who shall ,in turn, give a Private Number to the Guard of the train.

The Guard shall record the Private Number received from the Station Master in his Rough journal
book. The Station Master in charge of the block working shall record the name of the Guard and the
Private Number received from him in the Remarks‟ column of the Train Signal Register against the entry
for the train. He shall not give `Train out of block section signal/Train out of section‟ report to the
Station Master in rear until he has received the Private Number from the Guard.

S.R.14.10 (iii) (d) During the failure of Walkie-Talkie /VHF sets and/or when the Station
Master is not in a position to communicate with the Guard of the incoming train for any reason,
"Train Intact Arrival Register" (T/1410) shall be used for ensuring complete arrival of trains in the
following manner.

The Station Master shall send the register to the Guard through an authorized railway
servant entering the date and train No. The Guard after satisfying himself that the last vehicle of
his train is standing clear of the fouling mark, record the arrival time with his full signature in the
appropriate columns. Thereafter the Station Master on duty shall intimate to the Station Master in
charge of the block working of the complete arrival of the train from one or more directions as the
case may be duly supported by a Private Number for each train. The Station Master in charge of the
block working shall record this Private Number in the `Remarks‟ column of his Train Signal Register
against the entry of the train and shall not give `Train out of block section‟ signal/`Train out of
section‟ report to the Station Master in rear until he receives the Private Number referred to
above.

Note: The used "Train Intact Arrival Register" shall be kept as a record at stations for a period of
six months.

S.R.14.10 (iv) At stations where Block Proving Axle Counter/ continuous Track circuiting is
provided and is functioning in terms of GR 14.10(4), the procedure for ensuring complete arrival of trains
as per SR 14.10 (iii) (a) to (d) may be dispensed with whenever the Station Master is unable to see the Tail
Board/ Tail Lamp. (C. Memo No.5/2008 dt. 23.12.2008.)

14.11. Responsibility of Station Master as to authority to proceed:-

(1) An authority to proceed shall not be given to the Loco Pilot until the procedure prescribed for
the purpose, so far as it is applicable in the particular case, has been followed.
(2) An authority to proceed shall not be given to the Loco Pilot except by the Station Master or by
some railway servant appointed in this behalf by special instructions.
(3) The Station Master shall see that the authority to proceed given to a Loco Pilot is accurate
and that, when it is in writing , it is complete and is signed in full and in ink.
(4) If the train stops at the station and is waiting to cross another train, the authority to proceed
shall not be given to the Loco Pilot until the whole of the train has arrived and is clear of the running line for the
former train.
(5) If two engines are coupled together or if one engine is in front and another in rear of the
train, the authority to proceed shall be given to the Loco Pilot of the leading engine.

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14.12. Special responsibility as to electrical token instruments and to the token.-

(1) The Station Master shall be responsible to ensure that-

(a) no one but himself operates the electrical block instruments,

(b) the procedure regarding bell signals and, in addition any communication made by electrical
communication instruments including the use of a private number, as laid down under special instructions, is
correctly carried out,

(c) in the case of stopping trains, the incoming token is surrendered by the Loco Pilot before
an outgoing token is delivered to him,

(d) when he receives the token of an incoming train, it is put in the electrical block instrument
immediately, and

(e) no one except the person authorized by special instructions opens the electrical block
instruments.

(2) (a) A token shall not be taken out of an electrical block instrument earlier than
necessary and when taken out, its number shall be recorded in the Train Signal Register, and it shall be kept
in the personal custody of the Station Master till issued to a Loco Pilot or returned to the instrument.

(b) On arrival of the train at the block station in advance, the Loco Pilot shall give up the token in
accordance with special instructions, and this token shall then be placed in the electrical block instrument at
that station.

(c) If the train has to return to the block station from which it started, the token shall, on such return,
be replaced in the electrical block instrument from which it was extracted.

S.R.14.12(i) A damaged token shall not be accepted as an “authority to proceed”. A damaged

token is a token which cannot be readily inserted into or extracted from the instrument or where the
station code initials, class and number engraved on the token has been defaced beyond recognition.

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14.13. Failure of electrical block instruments or track circuits or axle counters:-

(1) If the electrical block instruments, track circuits or axle counters or their electrical
connections fail, Line Clear shall be obtained through the electrical communication instruments.

(2) When Line Clear has been so obtained, an entry to that effect shall be made in the Train
Signal Register, and the train may be allowed to proceed on the issue of a written authority to proceed,
which shall also bear a remark to that effect.

S.R.14.13 (i) On double line during the failure of Electrical Block instruments or track circuits
or Axle Counters, Line Clear shall be obtained through the Block Telephone/ Station to station Fixed
Telephones / Fixed telephones such as Railway Auto phones and BSNL phones / Control Telephone / V. H.
F. sets ( under special instructions, but not as the sole means of communication on sections where
passenger trains run) (CM 8 dated 29.01.07) and 'Line Clear Ticket (Form T/C 1425 or T/D 1425 ) as the
case may be shall be issued as Authority to proceed.(C. Memo No. 1 / 2008 (11) dated 10.01.08)

14.14. Closing of intermediate Block Post:-

If the electrical block instruments provided at the stations on either side of an Intermediate
Block Post or the track circuiting provided beyond the last Stop signal, or the axle counters provided
at either end of block section, fail, the Intermediate Block Stop signal shall be treated as defective and
the Intermediate Block Post shall deemed to be closed and the section between the stations on either
side of the Intermediate Block Post shall be treated as one block section.

C. Block Stations at which Electrical Block Instruments are not provided

14.15. Transmission of signals:-

For the working of trains at such stations where electrical block instruments are not
provided, signals as prescribed under special instructions shall be transmitted, as occasion may
require, on the electrical communication instruments.

14.16. Train Signal Register.-

The Train Signal Register referred to in Rule 14.07 shall also be maintained at block
stations where block instruments are not provided.

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14.17. Forms for messages and written authority to proceed:-

(1) All messages despatched in connection with the working of trains, and all written
authorities to proceed, shall be written on forms specially provided for the purpose by the Railway
Administration.

(2) Such forms shall be bound up in books and kept at each block station by the
Station Master, or by some railway servant appointed in this behalf by special instructions.

14.18. Distinction of messages:-

(1) Every message despatched in connection with the working of a train shall distinctly
describe the train to which it relates.

(2) For every train a separate Enquiry and reply shall be sent.

14.19. Writing and signing of messages and written authorities to proceed:-

(1) All messages despatched in connection with the working of trains, and all written
authorities to proceed, shall be written up in ink and signed by the person authorized to despatch or
issue the same.

(2) No message or written authority to proceed shall be written out either, in full or in
part, or signed, until necessary.

14.20. Completion of messages:-

No part of any message shall be despatched or acted upon until the whole message has
been written out except with a view to the prevention of an accident, or in some other case of
emergency.

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14.21. Preservation of messages and written authorities to proceed:-

Messages and written authorities to proceed shall be destroyed at such time after issue as may
be prescribed by special instructions:

Provided that no message or written authority to proceed shall be destroyed before one month
after issue.

14.22. Cancellation of Line Clear:-

On a single line when a Line Clear has been cancelled, no train shall be allowed to leave in the
opposite direction until a message has been received acknowledging such cancellation and stating that the
train for which the Line Clear has been given is and shall be detained.

14.23. Loco Pilot to have authority to proceed:-

The Loco Pilot shall not take his train from a station unless he has in his possession, as his authority to
proceed, a Line Clear Ticket duly signed by the Station Master.

14.24. Authority to proceed:-

When to be given to Loco Pilot.- An authority to proceed shall not be given to the Loco Pilot until the
procedure prescribed for the purpose, so far as it is applicable in the particular case, has been followed.

D. Line Clear Tickets

14.25. Line Clear Tickets. –

(1) When owing to failure or non-provision of electrical block instruments, the authority to proceed
is a Line Clear Ticket, it shall, except under special instructions, be in Form T/C 1425 or T/D 1425.
(C. Memo No. 1 / 2008 (12) dated 10.01.08)

(2) Each such ticket shall bear a serial No. which shall be recorded in the Train Signal
Register, the numbers for the down direction being clearly distinguished from those for the Up direction.

(3) The ticket referred to in sub rules (1) & (2) shall be printed on white paper with blue font. To
distinguish paper Line Clear Ticket for Up and Down directions, a water mark arrow pointing “Up” and
“Down” shall be printed on the face of ticket

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S.R.14.25(i)The Line Clear Enquiry message shall be recorded on the form T/A 1425 and Line
Clear Reply message on Form T/B 1425.
S.R.14.25 (ii)Form T/C 1425 is the Line Clear Ticket for the Up direction and Form T/D
1425 is the Line Clear Ticket for the Down direction.
SR 14.25(iii) – T/C 1425 or T/D 1425 shall be prepared in conjunction with T/A 1425. After
correctly and properly filling the column ‘A‛ of T/A 1425 and obtaining line clear confirmed by Private
Number, the Station Master shall prepare Form T/C 1425 or T/D 1425 as the case may be and send it
along with T/A 1425 to the LP of the waiting train.
The Loco Pilot, after ensuring the correctness of ‘A‛ portion of T/A 1425 and PLCT (T/C 1425
or T/D 1425) shall sign in full with his name written in block letters in the duplicate copy of Paper Line
Clear Ticket (T/C 1425 (or) T/D 1425) and take the original copy of Paper Line Clear Ticket (T/C 1425
(or) T/D 1425). ( C.M.No.3/2019 dated 19.06.2019 )

E. Use and Operation of Block Working Equipment

14.26. Use and operation of block working equipment.-

The use and operation of electrical block instruments shall be governed by special instructions
to be issued with the prior approval of the Railway Board.

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CHAPTER XV

PERMANENT WAY AND WORKS

A. RAILWAY SERVANTS EMPLOYED ON THE PERMANENT WAY OR WORKS

15.01 Condition of Permanent Way and Works.-

Each inspector of Way or Works shall be responsible for the condition of the permanent way and
works under his charge.

15.02 Maintenance of line.- Each inspector of way or works shall-

(a) see that his length of line or works in his charge are efficiently maintained, and

(b) Promptly report to the Engineer-in-charge all accidents to, or defects in the way or works,
which he considers likely to interfere with the safe running of trains, at the same time taking such action as
may be necessary to prevent accidents.

15.03 Keeping of material.-

Each Inspector of Way or Works shall see to the security of all rails, chairs, sleepers, and other
material in his charge, and ensure that such of the said articles as are not actually in use are properly stacked
clear of the line so as not to interfere with the safe running of trains.

15.04 Inspection of Permanent Way and Works.-

(1) Every portion of the Permanent way shall be inspected daily on foot by some railway servant
appointed in this behalf by special instructions:

Provided that the interval between such inspections may, under approved special instructions, be
increased to once in two days in the case of lines with light and infrequent traffic.

(2) all bridges and works including signals, signal wires, interlocking gear, points and crossings,
overhead equipment and any other equipment affecting the safety and working of trains shall be inspected
regularly in accordance with special instructions.

S.R.15.04(i) The Key man of the gang shall walk over his length of line at least once daily in each
direction, examining the permanent way and attending to the tightening or replacement of loose keys or
fastenings. If he discovers any dangerous conditions such as a broken rail, he shall, at once , protect
the line in accordance with Rules, take such immediate action as is possible and report the matter
without delay to the Gangmate, Permanent Way Inspector and the nearest Station Master who shall
immediately communicate the same to the Permanent Way Inspector, if the latter is not available at his
station.

Note.- Once a week, the duties of the Keyman shall be performed by the Gangmate.

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15.05 Patrolling of Lines.-

(1) In addition to the inspection referred to in Rule 15.04, whenever any portion of a railway is likely to
be endangered by abnormal conditions such as heavy rains, breaches, floods, storms and civil disturbances,
the line shall be patrolled in accordance with special instructions.

(2) When a railway servant deputed to patrol the line notices any condition likely to affect the safety
of trains or otherwise apprehends danger, he shall take action in accordance with special instructions
prescribed for the purpose to protect the obstruction on line and thereafter inform the nearest Station Master
by the Most Expeditious means.
See also Rule 3.62.

S.R.15.05 Special Instructions regarding line patrolling-

(1) Occasions when line patrolling is necessary.- (a) During the monsoons and stormy
weather, special arrangements, as detailed in the following paragraphs, shall be made to patrol the
line at night. The divisional Engineers shall decide, from the state of the weather and from any
forecast from the Meteorological office and from reports of Highways and Irrigation departments
that may be communicated to them, as to when it is necessary to put on the patrol. On the Nilagiri
Railway, the line shall be patrolled daily from before the running of the first train, either ascending
or descending, until the last train clears section.

(b) Emergency patrols may be put on, on particular lengths, or taken off at any time by the
Divisional Engineer, the Assistant Engineer, the Permanent Way Inspector, or the Gang mate.
Whenever an emergency patrol is put on, the Station Masters throughout the length patrolled shall
be advised to enable them to comply with S.R.15.05(7)(e).

(c) (i) Permanent Way Inspectors, however, shall not hesitate to order the gangs out if they
receive heavy rain fall warnings or if there is a sudden cloud burst at a time when the regular
patrols are not operating and also to introduce emergency patrolling.

(ii) The mates of the respective gang lengths should introduce such patrolling immediately
whenever heavy thunder showers occur or are anticipated in the respective gang lengths.

(iii) Deep cuttings where boulders are likely to roll down, unstable cuttings where slips are
likely and bridges which are prone to flooding and scouring should receive special attention. The patrolling
introduced may be discontinued only after the Assistant Engineer of the section is satisfied of the total
cessation of adverse conditions.

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(d) Security patrolling.- On the apprehension of a civil disturbance or due to any other
causes, the Divisional Engineer shall, on receipt of advice, arrange for security patrolling of the
line.
(2) Section where there is normally no night running.-
(a) on certain sections of the line where normally trains are not run at night, it is not
necessary to engage Patrolmen on duty. On these sections, each Gangmate/Keyman shall pass over
his length before the first train of the day, and in the direction, if possible, from which the train
is expected, so that on arrival at the commencement of each gang's length, the Loco Pilot may
know from the exhibition of the usual “Proceed” hand signal by the Gangmates/Keyman that
their respective lengths have been examined and are in order.

(b) Should it, however, be found necessary to run trains at night on these sections, the
Divisional Operations Manager shall communicate, not less than twenty four hours in advance,
direct with the Assistant Engineers and with all Station Masters on the section concerned, and
the latter shall at once advise the Permanent Way Inspector and nearest Gangmates who
shall depute Gangman to patrol the line.

(3) Beat Sections, Beat Stations and Beats of Patrolmen.-

(a) Patrolmen shall patrol their beats according to the Patrol Charts issued by the
Divisional Engineer, copies of which shall be given to the running shed, Control offices and
stations concerned.

(b) For the purpose of night patrol, the line to be patrolled is divided into “Beat
Sections”. A “Beat Section” is the length between two block stations so selected that the distance
from one to another is divisible into the beats of the required length (one or more intermediate block
stations being omitted, if necessary, for that purpose). The block stations selected, which define the
“Beat Section”, are called “Beat Stations”. Where the distance between two block stations
exceeds ten kilometres, an intermediate Flag station, if any, may be used as an intermediate
Beat Station. If necessary, traffic staff may be posted temporarily during the monsoon season to
man such Flag stations, during the nights.
(c) (i) Ordinarily, patrolling will be carried out by a single patrolman, but in regions where danger
from wild animals, dacoits and other risks as in Ghat sections exists, patrolling in pairs may be
introduced with the approval of the Principal Chief Engineer.

Note.-(i) When a patrolman has walked the length of his beat once out, and has
returned to the point from where he started, he has completed a “patrol”

(ii) Each Beat Section is to be patrolled twice during the night. Normally the beat length shall not
exceed five kilometres but this may be relaxed on other considerations of intensity of rainfall and train
service, etc. Under no circumstances, a patrolman shall be rostered to walk more than twenty kilometres.
For beats upto five kilometres in length, the two patrols will be performed by the same patrolman. On
sections prescribed by the Divisional Railway Manager, Beat Sections may be patrolled only once during
the night. A period of at least half an hour's rest is desirable between consecutive beats.

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(ii) A Beat Section may comprise of one or more beats.

(iii) The interval between two consecutive patrols of a beat shall normally be about three hours,
but this may be increased to about four hours where train service is light and monsoon conditions are not
severe. Patrols at intervals closer than three hours may be introduced where the rainfall is very heavy
and the area subject to floods or cyclones or whenever considered necessary.

(iv) The speed at which a Patrolman walks while inspecting the line shall not exceed three
kilometres an hour.

(v) Whenever Security Patrolling is introduced, the patrol beat may be much shorter than
that in the monsoon period. The intensity of patrolling will be as directed in the “Security Instructions”
issued from time-to-time.
(vi) The equipment of a patrolman, stationary or mobile are as under:-
(1) Staff.
(2) Number plate.
(3) One water proof case containing 10 detonators
(4) Tri-colour hand signal lamp
(5) One three cell electric torch with a locally made attachment to be able to give
either red or white aspect.
(6) One match box in water proof case.
(7) One water proof cap with hood.
(8) Two red flags and one green flag.
(9) One patrol book in polythene sheet.
(10) One water proof haversack.
(11) A pocket book and a pencil.
(12) One whistle.
(13) A red flashing hand signal lamp ( C.Memo No.3/2021 dated 25.08.2021 )

Where men have to patrol in pairs, items (2), (5), (9),(10) and (11) need not be
duplicated.

Note.-When item (5) is not supplied, one more hand signal lamp shall be supplied.

(d) Every year, the Divisional Engineer shall ensure, one month before line patrolling is likely to become
necessary, that each Permanent Way Inspector is in possession of the night Patrol Diagrams for his
section. The diagram shall show the Beat Sections, the Beat Stations, the locations and times of
starting, of handing over and taking over Beat books and of return to starting point of each patrol and
the number of patrols to be performed.
(4) Beat books.-
(a) The Movements of Patrolmen are regulated by means of Beat books. The required
number of Beat books shall be maintained by the Station Masters at the Beat stations as indicated
in the Patrol Diagram for that section. The books shall be serially numbered to correspond with
the number of patrols on each section. The Beat book shall contain the name of Patrolman.

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(b) Patrolmen shall be on duty at the time specified for each in the Patrol Diagram. They
shall contact the Station Masters personally, obtain the Beat books directly at the prescribed time
from them, with the time of departure and other particulars duly filled in and signed and commence
the patrol.

At Beat stations where block instruments are located in the cabin, the night Patrolman shall
obtain the Beat book from the platform duty Station Master with his signature, thereafter obtain
the signature of the Cabin Assistant Station Master on the Beatbook and continue the patrol. The
Cabin Assistant Station Master shall enter the actual time of departure of the Patrolman in the
Train Signal Register in the “Remarks” column.

(c) After thus commencing the patrol, he shall proceed to the other end of his beat,. If the
other end happens to be a Beat Station, he shall present his Beat book to the Station Master on
duty who shall fill up the column regarding the time of arrival, time of departure etc. The Station
Master shall enter the name of the Patrolman and the Staff Number and sign and return the Beat
book to the Patrolman. Thereupon the patrolman shall return to the point from which he commenced
his patrol. If the other end happens to be only an intermediate point in the Beat Section, the
Patrolman shall exchange his Beat book with the Beat book of the Patrolman of the adjacent beat
and then return to the starting station. On reaching the Beat station from which he commenced his
patrol, he shall again present his Beat book to the Station Master on duty who shall fill up the time
of arrival, etc., and sign. The same procedure is repeated for the next patrol, the movements being
governed according to the Patrol Diagram. In this way each Patrol book shall be conveyed from one
station to the other and back again.

At Beat Stations where block instruments are located in the cabin, the night Patrolman while
returning from the beat shall obtain the signature of the Cabin Assistant Station Master and
thereafter obtain the signature of platform duty Station Master in his beat book. The Cabin
Assistant Station Master shall enter the actual time of arrival of the Patrolman in the Train Signal
Register in the “Remarks” column.

(d) Beat books will, while not in use, be kept in the custody of the Station Master at either
end of the beat.

(5) Duties Patrolmen.-

(a) Patrolling shall be carried out as per Patrol Diagrams issued by the Divisional Railway
Manager.
(b) While walking along the line, the Patrolman shall carry his hand signal lamp lighted. He
shall examine, with the help of electric torch, carefully the banks and cuttings especially near
bridges, the permanent way and the bridges and their approaches and lookout for subsidence,
slips, signs or erosion, trees blown across the line during storms, or any other causes likely to
endanger the safety of the line. He shall apprehend damage to line when-
(i) the flood is rising or its level is higher than the High Flood Level mark in white or the
“Danger” Level mark, in red.
(ii) the water on one side of the embankment is at a much higher level than on the other
side;
(iii) any obstruction such as a fallen tree is blocking the waterway of a bridge;
(iv) the river is flowing at high velocity; or
(v) the track shows signs of sinkage.

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If he notices any condition likely to affect the safety of trains, or in cases of doubt, the
Patrolman or Stationary Watchmen shall be prepared to stop trains in the manner detailed in S.R.
15.05 (6) and pilot them, if necessary.

(c) to show that he is present and that no danger is apprehended the Patrolman shall for
every passing train, take his stand on the right hand side of the train (based on the direction of
travel) and exhibits his Number Plate, focusing the light of his hand signal lamp on it so that the
number can be read from the engine. After the engine has passed, the Patrolman shall turn and
focus the light on the Number Plate in such a way that the number can be read by Guard or any
official from the side window of a coach or from an Inspection Carriage.

Note.-(1) On the Madras Beach-Tambaram section, the Patrolman shall take his stand
on the kilometre post side of the non-suburban line in respect of all trains.

Note.-(2) On other double (and quadruple) lines the Patrolman shall stand on the
telegraph post side.

(d) If, after a Patrolman has arrived at the end of his beat next Patrolman does not arrive
to take over the Beat book, the former Patrolman shall proceed until either he meets the next
Patrolman or he notices an obstruction which prevents him from proceeding further, whereupon he
shall take steps to stop traffic in the manner prescribed in S.R.15.05 (6) or he arrives at the next
block station. If the cause of his failure to meet the next Patrolman is other than Patrolman having
been stopped by an obstruction, the former Patrolman shall report the matter to the Station
Master at the next block station, who shall advise the Permanent Way Inspector by wire and the
Gangmate by a message under cover.

(c) The primary duty of Patrolman employed on Security Patrolling shall be to protect trains
against any condition of danger such as tampering of track or structures or obstruction placed on
line. He shall take action to protect the line in the same way as the night Patrolman.

(6) Action to be taken by Patrolman when line is obstructed or breached.-

(1) A train is not fully protected until 3 detonators have been placed on the rail on both
sides of the obstruction or breach at a distance of not less than 1000 metres on the Metre Gauge
and the Narrow Gauge and 1200 metres on the Broad Gauge from the obstruction or breach.

(2) In the event of any portion of the line being breached or otherwise rendered unsafe
for traffic, the following procedure shall be observed:-
(a) In the case where one Patrolman is employed-
(i) on single line.- When damage is detected, that side of obstruction or breach from which
the Patrolman expects the first train shall be protected first; the Patrolman shall first place a
lighted red lamp in a prominent position to show danger in the direction from which the train is not
expected to arrive first;

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the Patrolman shall exhibit a danger light and shall next proceed in the direction from which
a train is expected first, exhibiting a red light throughout his subsequent movement and protect
the line by placing one detonator at 500 metres on Metre Gauge/Narrow Gauge, 600 metres on
Broad Gauge and three detonators, 10 metres apart at 1000 metres on the Metre/Narrow Gauge,
1200 metres on Broad Gauge; and the Patrolman shall then return to the place of obstruction and
proceed to the other side with detonators and protect that side similarly;

(ii) on double line.-The Patrolman shall first place the red lamp in a prominent position so as
to warn an approaching train which may approach from one direction and then proceed along the
other track in the opposite direction that is from which he expects the first train and protect the
line as laid down above. He shall return to the obstruction and protect the other line i.e., the line
for which the red lamp was exhibited, similarly;

(iii) if a Patrolman notices a train approaching before he could protect the line on that side
as laid down above with one or three detonators, he shall immediately place on the line three
detonators, without attempting to reach the prescribed safety distance, but exhibiting a Stop hand
signal all the time towards the approaching train;

(iv) as soon as the Patrolman has protected the line as above he shall return to the point of
danger and shall not again leave the Place until relieved by the Gangmate except to stop an
approaching train;

(v) While watching at the point of danger, the Patrolman shall endeavor to attract the
attention of any passer-by and ask that person to carry a message to the nearest Station Master
advising him all the conditions and asking him to turn out the gang and advise the Permanent Way
Inspector;

(vi) the Patrolman shall also send the adjacent Patrolman when he arrives, with a
similar message to the nearest Station Master;

(vii) in the event of it being impossible to get at the other side of the damaged point, the
Patrolman shall place a red lamp so that it could be seen from as great a distance as possible by a
train approaching form that direction;

(viii) if the Patrolman could attract the attention of passer-by on the other side of the
breach or obstruction, he shall endeavor to get some detonators across to them to place them on
the rails as they go to the station and also instruct them how to stop a train they may meet; and

(ix) should the adjacent Patrolman arrive at the far side of the breach or obstruction
before a train, he shall of course protect the line on that side before proceeding to the station
with a message.

(b) in case where two Patrolmen are employed-when damage is detected-

(i) the two Patrolmen shall immediately exhibit danger signals at once in both directions;
(ii) the two Patrolmen shall then proceed in opposite directions showing danger signals
and protect the line by placing detonators as laid down above;
(iii) on single line both sides of the obstruction or damage shall be protected by
detonators. On the double line, the detonators may be placed on the line on which the
train will approach;

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(iv) if a Patrolman notices a train approaching before he could protect the line as laid down
above with one or three detonators, he shall immediately place on the line three detonators without
attempting to reach the prescribed safety distance but exhibiting Stop hand signal all the time
towards the approaching train;

(v) One of the Patrolmen will then remain at the place of damage or obstruction and exhibit a
danger signal to trains and shall not leave the place until relieved by the Gangmate except to stop an
approaching train. The other Patrolman shall proceed to the nearest station exhibiting a Stop hand
signal and inform the Station Master of the occurrence;

(vi) on reaching gang quarters, if any, the Patrolman shall inform the Gangmate and the
gang shall immediately proceed to the affected location.

(vii) the Patrolman on his way to the nearest station shall inform the Gateman at level
crossings, if any, and Clerk-in-charge at Class `D‟ stations, if any, on the block section who shall in turn
pass on the information promptly to the adjacent block station by telephone or telegraph.

(viii) after informing the Station Master, the Patrolman shall return to the place of
obstruction or damage and shall not leave the place unless relieved by the Gangmate except to stop
an approaching train; and

(ix) should the nature of the obstruction be such as to render it impossible for either of the
Patrolmen to get across to the other side, one of the men should exhibit a danger signal and
endeavor to stop trains approaching the place from other side while the other Patrolman should
protect the line on his side as laid down above; the Patrolman arriving on the other side of the
breach or damage shall on realizing the situation immediately exhibit a red signal and then proceed
to protect the line on his side as laid down above. He shall remain at the place and send word about
the danger through a railway employee or other persons he is able to contact at the spot itself. If
there is another Patrolman on the other side, the latter may be utilised for informing the Station
Master on the other side.

Note.-(1) The distance of 1000 metres on Metre Gauge and Narrow Gauge/1200 metres
on Broad Gauge prescribed for placing three detonators during protection is the minimum and shall
be suitably increased in case of falling gradients, curves, cuttings etc.
(2) Red flashing hand signal lamp shall also be exhibited by the Patrolman in Ghat
sections, Suburban, Double lines, Multiple lines and Automatic territories.
( C.Memo No.3/2021 dated 25.08.2021 )
(7) Duties of Station Masters.-
(a) Station Masters should see that the patrolmen come on duty sober and fully
equipped, that their lamps are trimmed and filled with oil and that they leave for their beats
according to time. Whenever the patrolman reports without prescribed equipment, the
Divisional Safety Officer should be told through Control who will issue further orders
regarding permitting the patrolman for the beat.
(b) The Station Masters of all Beat Stations on a Beat Section shall enter, in ink, the
actual time of departure and arrival of the Patrolman in the Beat books and

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shall sign the Beat books. The Station Masters of the Beat stations on a Beat Section shall retain
the Beat books in their charge by day and personally hand over the correct Beat book to the
patrolman. The Station Masters shall also enter the actual time of departure and arrival of the
Patrolmen in the Train Signal Register in the “Remarks” column (Station Diary, in the case of Flag
stations). Inspecting officials shall specially check these entries and initial them.

(c) If the Patrolman does not turn up within 15 minutes of his scheduled arrival, the
Station Master of a Block Station on a Beat Section shall take the following action:-

(i) He shall stop run through trains proceeding into the Block section and arrange to issue
Caution orders to the Loco Pilots of all trains restricting the speed to 40 kilometres an hour during
day when the visibility is clear and 15 kilometres an hour during night or during day in thick or foggy
weather or in dust storms when the visibility is poor.

(ii) He shall advise the Station Master of all the other Block stations on the Beat section
and obtain their acknowledgements.
(iii) He shall also advise the nearest Permanent Way Inspectors by wire and send a written
message to the nearest Gangmate instructing him to proceed along the line to ascertain the cause
of his absence and also to arrange for a substitute. A copy of this message shall be sent to the
Permanent Way Inspector, the Assistant Engineer and the Divisional Engineer by the first means.
Until one of the Station Masters of the Block stations on a Beat Section receives definite
advice the Caution Orders referred to in clause (i) shall be issued to the Loco Pilots of both “Up”
and “Down” trains in accordance with Rule 4.09, the cause being entered as follows:-

Beat No……………Night Patrolman between………………station and ………………. station

who was due to arrive at…….station at....…..hours has not arrived yet.

Note.-(i) if the Beat station is a flag station, the clerk-in-charge shall send a written
message to the nearest Gangmate instructing him to proceed along the line to ascertain the cause of
absence of the patrolman and also to arrange for a substitute.

(ii) if the flag station is provided with telephone communication, the Clerk-in-charge shall also
advise the adjacent block station forthwith and the latter shall take immediate action to notify the
Station Masters concerned for the issue of Caution Order to Loco Pilots and also advise the permanent
way inspector by wire.

(iii) if the flag station is not provided with telephone communication, the Gangmate receiving
the written message from the Clerk-in-charge as mentioned in clause (i) above shall also depute a
Gangman to carry the message to the adjacent block station. Immediately the Gangmate or the night
Patrolman or the substitute, so sent out, returns, the Station Master shall ascertain the cause of
detention and discontinue the issue of Caution Order, if there is no obstruction to the line, duly advising
all concerned.

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(d) The Station Master of a Beat station on a Beat section, on receiving a report from a
Patrolman of any danger or of his having seen a red lamp, shall stop all traffic on the section
affected and shall not allow any train to run on the section until he receives an authority for doing
so, in writing, either from the Gangmate or Permanent Way Inspector. After the Station Master
has stopped traffic he shall wire (with copy to the Station Masters of the other Block stations on
the Beat section) to the Permanent Way Inspector, the Assistant Engineer and the Divisional
Engineer, giving a short account of the report and at once send for the Gangmate ordering him to
turn out the gang. The Station Master shall also inform the Controller.

(e) The Station Master of a Beat station on a Beat section shall be on the lookout to see
that Patrolmen do their beats properly by walking and do not travel by trains and if any person
other than the duly appointed night Patrolman comes on duty or presents the Beat book, shall
record the fact that time, on the beat book and also report the matter to the Permanent Way
Inspector, by wire.

(f) Whenever emergency patrols are put on in accordance with S.R.15.05(1)(b) or

S.R.15.05(8)(b) the Station Master concerned shall arrange to issue Caution Orders in accordance
with Rule 4.09 to the Loco Pilots of trains passing over the section during the period in which
emergency patrols have been operating, notifying them of the working of the emergency patrols.

(8) Duties of Gangmates.-

(a) The Gangmates shall see that the patrolmen thoroughly understand their duties
and report for duty at the prescribed time with the proper and full equipment and shall arrange
for substitutes whenever necessary. They shall turn out the gang on receiving a message from
either the Station Master or the Patrolmen, proceed to the affected spot and attend to repairs
and, if traffic has been stopped, do all they can to restore the line to enable traffic to be
resumed as early as possible.
(b) Gangmates are empowered to put on their gangs to patrol the line at night or
whenever they consider that such a step is necessary. When this is done the Gangmate shall at once
get the Station Master to wire, on his behalf to the Permanent Way Inspector and the Assistant
Engineer, advising them and giving reasons for the necessity
(9) Duties of Permanent Way Inspectors.-
(a) The Permanent Way Inspector shall post, at each Beat station on his section, extracts
from the Patrol Diagram showing the patrols for the Beat sections for which the station is the Beat
station.
(b) The Permanent Way Inspector shall give a list, indicating the name, residence and beat
of each Patrolman and his substitute on his section, to the Station Master on either side of the
Beat section. A copy of this list shall be sent to the Assistant Engineer. The Permanent Way
Inspector shall exhibit a notice in the prescribed form, on the Engineering Notice Board at each
Beat station, showing the Patrolman on duty between that station and the Beat stations on either
side of it.
(c) The Permanent Way Inspector shall explain, before and during the monsoon, to all staff
concerned with the patrol duty, the instructions and the patrol movements and ensure that they
understand the instructions and the patrol movements.

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(d) Each Permanent Way Inspector shall examine the entries in the Beat books at all
stations on his section, at least once during each week and shall initial and date them in token of
having done so; he shall initial these entries each time he Trolleys. He shall also travel by night on an
engine, at least once a week, at irregular intervals, throughout his section, to check the attendance
of the Patrolmen and shall promptly put right any irregularity or failure of duty he may observe or
that may come to his notice.

(e) During the period the patrolling is in force, the Permanent Way Inspector shall trolley
once, each month, over his section by night to inspect patrol and their equipment and to see that the
line is properly patrolled in accordance with the instructions laid down.

(f) On receipt of information from Station Master to the effect that the Patrolman has not
arrived at his station or that the line is endangered or obstructed or breached, the Permanent Way
Inspector shall proceed to the affected place, by the quickest possible means, examine the line to
see if it is safe for traffic and, if not, take all possible steps to make it so. He shall as soon as
possible, inform the Assistant Engineer, advising him of the extent of the damage and the probable
detention to traffic, action he is taking and assistance required, if any, duly advising the Divisional
Engineer.

(g) In bad weather, Permanent Way Inspector may, at their discretion, place two men from
permanent way gangs to sleep at each Gangman‟s hut or elsewhere on the line, so that they may be
readily available for emergencies. They may also post a man at each station to assist the Station
Master in carrying out the instructions laid down in S.R.15.05 (7).

(h) Stationary Watchmen shall be posted at such bridges and other vulnerable points as
ordered by the Divisional Railway Manager, during floods and heavy rain fall, whether there is
imminent danger or not to the bridge bank and other structures, until the flood water subsides and
reaches the normal level. The equipment for a Stationary Watchman is the same as that of a
Patrolman except that, instead of a Beat book, he is provided with a Pocket Book to record details.
Daily water level readings shall be taken at all important bridges as ordered by the Divisional
Railway Manager and recorded in a Register, which shall be available for perusal by supervisory
engineering staff.

(10) High flood level and danger level marks on bridges.-

(a) At every bridge, a high flood level mark shall be prominently painted in white colour.
Similarly a prominent mark in red denoting the Danger level as assessed by the Divisional Engineers
personally should also be marked on the bridge. When the water level rises, over the Danger level
mark, the patrolman or stationary watchman, if any, posted at the bridge must be prepared to stop

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the trains. He must protect at once both sides of the bridge site after doing so. The Station Master
must arrange to communicate the same immediately to the adjacent Station Master, the Gangmate, and
Permanent Way Inspector and his assistants. Pending the arrival of the Permanent Way Inspector or his
assistants. The bridge must be protected and all trains stopped until the water level has fallen below the
Danger level mark without any adverse effect on the bridge. The Permanent Way Inspector will
immediately proceed on receipt of advice to such spots and allow the trains to pass over the bridge after
satisfying that the track and the bridge are safe by examining the conditions of the bridge and
approaches and by taking soundings and probing, before he decides that the bridge is safe.

(b) The Station Master receiving information of a high flood at a bridge shall inform the Station
Master at the other end of the block section in which the bridge is situated and obtain an
acknowledgement. Both Station Masters shall issue Caution Orders to the Loco Pilots of trains entering
the block section duly stopping trains out of course if necessary, entering the cause as follows:-

" Water reached "Danger " level mark at Bridge No. .................... at KM ........................
between..................station and ..................... station, proceed cautiously and observe
engineering hand signals at site."

The Station Master shall also inform the Permanent Way Inspector expeditiously.

The Permanent Way Inspector shall forthwith proceed to the spot and satisfy himself that
any special precautions necessary are taken. He shall examine the waterway and the safety of the
structures, taking soundings and probing near the piers and abutments. On the result of this, he
shall decide, whether it is safe for the train to be piloted over the spot or not. As soon as the
necessity for the caution is over, the Permanent Way Inspector inspecting the site, shall advise the
Station Masters at both ends of the block section and obtain their acknowledgements, a copy of the
advice being sent to the Assistant Engineer and the Divisional Railway Manager. The Station Master
shall then stop issuing Caution Orders.

(c) At vulnerable places including bridges which are prone to damages, special types of
Caution and Termination indication boards of reflective type are fixed at 600 metres from the
bridge as shown in the figure below to enable the Loco Pilot to know that he is approaching a
vulnerable place. The Loco Pilot noticing, such indication boards shall keep his train under control and
take his train with caution over these places. These indication boards are fixed and maintained in
position only during the monsoon season, and will not be lighted up at night.

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szx

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(11) Causeways.-(a) Indication posts, with guidance flat-bar are fixed at each dip, one at
each end of the level portion at the Causeways. Stationary Watchmen shall be posted at each
Causeway round the clock during monsoon seasons by the Permanent Way Inspector.

(b) Description of indication posts and flat-bars.- The indication posts (above 1.2. metres in
height) shall be painted black and white, in 30 centimetres length so arranged that the flat- bars,
painted white show up against the 30 centimetres length of black colour to indicate the water levels
as under:-

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Height of the flat-bars attached

to the posts about rail level

Passenger Goods
And Mixed trains Trains
(centimetres) (centimetres)

Steam Locos B.G. 30 45

M.G 23 30
N.G. 23 23
Diesel and Electric Locos 4 4
Electric Multiple Unit trains 0 -

(c) Precautions to be observed when water does not overflow the ballast level.- When
water has risen on both sides of the Permanent way but does not actually overflow the ballast, the
Loco Pilot of a train may pass over the Causeway cautiously. If he finds that the permanent way is
likely to be affected by water or water is still rising, he shall stop the train at the next block
station even if it is booked to run through and issue a message personally to the Station Masters at
both ends of the block section and the Permanent Way Inspector concerned for necessary action.

(d) Precautions to be observed when water rises above ballast level but below rail level.-
Whenever an engineering employee finds that water has risen above the ballast level, he shall arrange
to protect trains from either direction, in accordance with Rule 3.62.
When the Loco Pilot of a train finds that water has risen above the ballast level but below
rail level, he shall bring his train to a dead stop and then the following procedure shall be adopted:-

(i) If water level rises over the ballast level but below rail level the track should be walked
over by two railway servants (Gangmen) abreast one at either end of the sleepers before each train
and only if the track has not been disturbed should the train be allowed over the track. The Loco
Pilot shall thereupon restart and proceed at walking speed being piloted by the two men walking
abreast one at either end of the sleepers in front of the train.
(ii) If the track is not found to be safe for the passage of train, the train shall be
protected in accordance with the Rule 6.03.

(e) Precautions to be observed when the water rises above rail level but does not exceed the
level of the flat-bars-When the Loco Pilot of a train finds that water is rising above rail level but is
below the level of the flat-bars, he shall bring the train to a dead stop and the following procedure
shall be observed:-
(i) When water overtops the rail, the Permanent Way Inspector should satisfy himself by
walking over and probing that the track is safe for the passage of the train and then issue a
certificate to the Loco Pilot accordingly and obtain acknowledgement. The Loco Pilot shall restart
only if the flood level limitations for movement of various types of locomotives on the flooded track
as stipulated in S.R.15.05 (11) (b) have not been exceeded and be piloted by the Permanent Way
Inspector walking ahead of the train till the cause way is passed.

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(ii) If the track is found not safe for the passage of trains, the Permanent Way Inspector
shall accordingly inform the Guard and Loco Pilot, who shall protect the train in accordance with
Rule 6.03.

(iii) If, after the train is stopped short of the Causeway, the Permanent Way Inspector is
not present, the Guard and Loco Pilot shall protect the train in accordance with Rule 6.03. When
subsequently the Permanent Way Inspector turns up, the procedure prescribed above shall be
followed.

(f) Precaution to be observed when water rises above the level of the flat-bars.- If water has
risen above the level of the flat-bars, no attempt shall be made to take or pass the train over the
Causeway.

(g) The Permanent Way Inspector shall advise, the Divisional Operations Manager, Assistant
Engineer and Divisional Engineer whenever water rises above the ballast level and again when water
subsides; this shall be followed up with special reports.

(12) Inspection by Engineers.- Engineers shall make frequent inspections by night to see that
instructions and measures necessary to safeguard the line during the monsoon and abnormal bad
weather are carried out efficiently and correctly according to procedure laid down. They shall
explain the instructions to the staff before and during monsoon. They shall also check the
equipment with the patrolmen/Watchmen to see that the full complement is available and
serviceable.

15.06 Work involving danger to trains or traffic.-

A gang shall not commence or carry on any work which will involve danger to trains or to traffic
without the previous permission of the inspector of Way or Works, or of some competent railway servant
appointed in this behalf by special instructions; and the railway servant who gives such permission shall
himself be present to superintend such work, and shall see that the provisions of Rules 15.08 and 15.09 are
observed:

Provided that, in case of emergency, when the requirements of safety warrant the commencement
of any such work before the said railway servant can arrive, the Gangmate may commence the work at once
and shall himself ensure that provisions of Rule 15.09 are observed.

S.R.15.06 (i) (a) No work necessitating interference with track, points, lock bars, detectors,
signals, interlocking gear, signalling cables etc., which is likely to involve the safety of trains or traffic,
shall be commenced except with the knowledge and consent of the Signal Inspector/Signal Maintainer/
Traction Distribution Supervisor/Permanent Way Inspector, as the case may be. While such work is in
progress, the official authorising the execution of the work shall be present to superintend the work and
ensure compliance with the provisions of General Rules 15.08 and 15.09 personally.

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(b) A Signal Maintainer who has been granted a certificate of competency by Artisan School
or as a temporary measure by the Signal Inspector declaring that he understands all the relevant
rules and instructions pertaining to his duties and is competent to undertake the work which may
necessitate interference with points, lock bars, detectors, signals etc., independently may also
undertake such work except interference with the locking arrangement in an interlocked lever
frame. The Signal Maintainer may, however, with the written permission of the Station Master, open
the covers of an interlocked lever frame, if found necessary to release any jammed locking inside.
Whenever interlocking is interfered with in this manner, the signals of the station shall remain
suspended till the interlocking frame has been tested and interlocking certified by the competent
authority.

(c) The Signal Inspector or the Official-in-charge of the work shall, before taking in hand
any disconnection of points, signals, lock bars or detectors, etc. advise the Station Master in the
prescribed form and obtain his acknowledgement. After the work has been completed and the
disconnected gear reconnected, he will again give written notice on the prescribed form to the
Station Master and obtain his written acknowledgement.

(d) In the interval between disconnection and reconnection, if it is necessary to pass train or
perform any shunting movement, the Station Master on duty shall advise the Signal Inspector or the
Official-in-charge of the work, by a memo stating in which position the points are to be set. The
Station Master or other authorised staff on his behalf, shall, with the permission of the Signal
Inspector or of the Official-in-charge of the work, then arrange to set and clamp the points in the
desired position, making it safe for the passage of the trains. It shall be the duty of the Station
Master or any of the authorised official on his behalf to ensure that the points are set, clamped
and padlocked for the correct route so as to prevent any interference therewith subsequently until
the completion of the train or shunting movement, as the case may be. The padlock and clamp shall
be removed by the Station Master, or the authorised Official-in-charge, after completion of the
train or shunting movement, and then the Signal Inspector or the Official-in-charge of the work can
resume work on the gear.

S.R. 15.06(ii) Special Instructions regarding new works.-

(1) General-(a) The instructions herein apply to works constructed subsequent to the first
opening of a Railway or section of a Railway.

(b)The safety of the travelling public is ensured by the rules laid down in.-
(i) The Railways Act 1989;
(ii) The General Rules for all Open lines of Railway;

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(iii) The Rules for the opening of a Railway or section of a Railway for the public
carriage of passengers, 2000; and
(iv) The Indian Railways Schedules of Dimensions. Revised 2004 (C.Memo no. 01/2014 dated
14.07.14)

(c)The rules provide for the legal authorisation that should be obtained for any work which
affects the running line before the work is started or brought into use and before a new section of
the line is opened for public traffic.
(2) Classification of works.- For the purpose of these instructions, works are divided
into two classes, namely.-
(I) Works requiring the sanction of the Commissioner of Railway Safety prior to
execution and opening.
(II) Works not requiring the sanction of the Commissioner of Railway Safety.

Class I comprises the following- (a) (i) Under Section 119 of the Railways Act 1989 and
Chapter VI of the “Rules for the opening of a Railway or section of a Railway for the public carriage
of passengers, 2000”, the approval of the commissioner of Railway Safety is required for the
execution of any work, on the open line, which will affect the running of passenger trains and any
temporary arrangements necessary for carrying it out, except in cases of emergency.(C.Memo No.
01/2014 dated 14.07.14)
(ii) For the commencement and opening of the following works, when they are
connected with or form part of the Railway already opened, the sanction of the Commissioner of
Railway Safety shall be obtained:-
(1) Additions, extensions or alterations to running lines.
(2) Alterations to points and crossings in running lines.
(3) New Signalling and Interlocking installations or alterations to existing installations.
(4) New stations, temporary or permanent.
(5) The construction (but not the removal) of an ash pit on a running line.
(6) Heavy regrading of running lines involving raising/lowering of track in excess of 50 cms.

(7) New bridges or extensions of existing ones, girder spans, whether additional or in
replacement of existing ones, including temporary girders.
(8) Provisions of new level crossings across running lines.
(9) Temporary diversions.
(10) Additions or alterations to the electrical installations of tracks equipped for
electric traction.

(b) (i)Application for any alterations, reconstructions or additions, that require the sanction
of the Commissioner of Railway safety shall ordinarily be made fourteen days in advance of the expected
commencement of such works pertaining to passenger trains and sanction obtained before such
commencement. When alterations to the proposals originally sanctioned by the Commissioner of
Railway Safety become necessary, the sanction of the Commissioner of Railway Safety shall be obtained
for such alterations before the work is put on hand.

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(ii) If, for any reason, a sanctioned work is not taken up in hand within 12 months of
the date of a sanction, application shall be made to the Commissioner of Railway Safety for renewal of
his sanction.
Class II comprises the following:- (a) Any new work, alteration or reconstruction not
affecting running lines.
(b) Any work which does not interfere with the existing Signalling or
interlocking arrangements, or involve new Signalling or interlocking arrangements.
(c) Work necessitated by accidents. The procedure detailed in S.R.15.06(14)shall
however be adopted.

Note:-In every doubtful case application shall be made to the commissioner of Railway
safety, before commencing the work.

(3) Application for sanction for works.- Application to the Commissioner of Railway
Safety for sanction for carrying out works affecting the running line shall be made by the Junior
Administrative grade officers in the Division and by the Divisional Railway Manager if no such officers
are posted in the Division. In construction Organisations, it shall be signed by Junior Administrative
grade officers of the department concerned on behalf of the Chief Engineer (Construction)/Chief
Signal and Telecommunication Engineer (Construction)/Chief Electrical Engineer (Construction).

(4) Application for running of new type of locomotive and for rolling stock and for
increase in speed.- (a)Application to the Commissioner of Railway Safety for sanctioning the running of
new types of locomotives or rolling stock or increasing the maximum permissible speed on a specified
section or sections shall be made by the Chief Engineer and accompanied by the following documents:

(1) Load diagram.

(2) Certificates for track strength.
(3) Certificates for strength of girders.
(4) Certificates of test runs (if required by the Commissioner of Railway Safety)
obtained from the Transportation Branch.
(5) Certificate in the prescribed form, signed jointly by the Chief Mechanical
Engineer / Chief Engineer / Chief Electrical Engineer / Chief Signal and
Telecommunication Engineer.
(6) A statement in the prescribed form detailing any “infringement of maximum
and minimum dimensions” involved in the running of the locomotive or rolling stock.

(b) On receipt of such an application, the Commissioner of Railway Safety will, if he

so desires, inspect and /or try out the new locomotives and/or rolling stock and the Railway
Administration shall afford him the necessary assistance to do so.

(5) A safety Certificate, in the prescribed form shall be issued before the work is brought
into use.

(6) Inspection by the Commissioner of Railway Safety.-When the Commissioner of Railway

Safety notifies his intention to inspect a work prior to opening for the public carriage of
passengers, advice as to when the work will be ready for inspection shall be intimated to him at
least 14 days before it is proposed to open it.

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(7) Submission of Safety Certificate.- (a) The Commissioner of Railway Safety in according his
sanction, may or may not propose to inspect the works.

(b)(i) Should the Commissioner of Railway Safety.- decide not to inspect the work prior to
opening, the Safety Certificate, together with the certificates referred to therein, shall be completed
and submitted before the work is opened by the Engineer(s)-in-charge and a telegram, when so required,
despatched to the Commissioner of Railway Safety. Copies of the Safety Certificates shall be sent to the
Divisional Railway Manager, the Chief Engineer and/or the Chief Signal and Telecommunication Engineer
and/or Chief Electrical Engineer.

(ii) The Safety Certificate for Engineering works shall ordinarily be signed by the Assistant
Engineer. In the case of works, involving tracks and bridges and/or Signalling and interlocking, the Safety
Certificates may, if required, be signed jointly by the Engineers concerned.

(c) If the Commissioner of Railway Safety decides to inspect the work prior to opening, he will
after inspection in the company of the officers concerned, communicate in writing his sanction to open
the work.

(8) Deviation from plans approved by the Commissioner of Railway Safety.- If the material
deviations from the plans approved by the Commissioner of Railway Safety, which affect the lay out of
lines or the arrangement of signals or the Working Rules, are found necessary, his prior approval to such
deviations shall be obtained with reference to the application first made.
(9) Special instructions regarding Safety Certificates for signalling works.- The
following instructions shall also be observed regarding the submission of Safety Certificates for
works involving Signalling and/or Interlocking:-
(i) Sanction of the Commissioner of Railway Safety is required under rule 4.10 to speeds over 15
kilometres an hour. Speeds in excess of 15 kilometres an hour but within the speeds permissible for the
Standard of Signalling, subject to any local restriction necessary, may be permitted on the Chief
Engineer‛s Safety Certificate.

(ii) Only a Gazetted Officer of the Signalling department shall initiate the Safety Certificate
for works involving-
(a) any new signal any way interlocked;
(b) any alterations to points and crossings involving alteration to signals;
(c) any alterations to signals that involve a change in the working rules.
Note.- By “initiate” is meant that a signal officer certifies that the
arrangements are in accordance with the signalling plan sanctioned by the Commissioner of Railway
Safety.

(iii) The Divisional Engineer shall in all cases impose the restrictions of speed in accordance
with clauses (i) and (ii) above, and shall order their removal when authorised to do so by the
Divisional Signal and Telecommunication Engineer.
(iv) In the case of Joint Works carried out by more than one department, the

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Safety Certificate shall be signed by Junior Administrative Grade officers in the Division and by
the Divisional Railway manager if no such officers are posted in the Division. In Construction
Organisations, it shall be signed by Junior Administrative Grade officers of the department
concerned on behalf of the Chief Engineer (Construction)/Chief Signal and Telecommunication
Engineer (Construction). Then it shall be submitted to the Commissioner of Railway Safety.

(10) Special Instructions in connection with Signalling and Engineering works.- (a) For the
purpose of these instruction, works are divided under the following heads:-

(i) Routine maintenance work in connection with the Signalling and interlocking gear which do
not require the issue of Special Working Rules in addition to the provisions of Rule 3.51.
(ii) Ordinary Engineering maintenance work which is executed on running tracks during day light
hours, inside or outside station limits under traffic and without interference to the train service and
which is of such a nature as not to require the issue of Special Working rules whether or not they
require the application of Rules 15.08, 15.09 and 4.09.

(iii) Additions and alterations and works, other than routine maintenance, in connection with
the Signaling and interlocking gear which requires Special Working Rules to be issued by the Divisional
Railway Manager, in addition to the provisions of Rule 3.51(3).

(iv) Additions and alterations to or works affecting running lines within station limits carried
out by the Works Branch which involves interference with the normal train service and which require
Special Working Rules to be issued by the Divisional Railway Manager, in addition to the provisions of
Rules 15.08 and 15.09.

(v) Works affecting running lines outside station limits which will or are likely to interfere
with the normal train service and which require the imposition of Line Block.
(vi) Works inside or outside station limits which require the opening of temporary
diversions or bridges and which require the issue, of special Working rules by the Divisional Railway
Manager.

(b) In the case of items (iii) and (iv) of clause (a) above, the official responsible for
carrying out the work shall send Special Notice to the Divisional Railway Manager, at least ten days
before the work is due to commence, advising him when the work will be commenced and requesting
him to issue Special Working Rules for the working of traffic during the time the work is in progress.
A copy of the Notice shall also be sent to the Station Master of the station at which the work has to
be carried out. The Divisional Railway Manager receiving such Notice shall at once prepare Special
Working Rules and issue them to all concerned. Only after the issue of Special Working Rules shall the
work be commenced. The Station Master shall be responsible for ensuring that all staff at the station
responsible for the working of trains understand them and carry them out. The date and time at which
the work is actually commenced shall be communicated to the Divisional Railway Manager by the
official who sent the special notice.

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(c) Overhauling of Interlocking Lever Frame, Interlocking Key Boxes and Station Master‟s
Slide Control Instruments.-
(i) During such overhauling, the station shall be worked under Special Instructions to be
issued by the Divisional Railway Manager in conformity with Rule 3.38.
The Signal Inspector-in-charge shall issue the Disconnection/Reconnection Notice to the Station
Master and obtain his signature before the commencement of and after completion of overhauling.

(ii) Overhauling of Interlocking Lever Frames.- The Station Master shall ensure that all the
facing points (controlled from the Interlocking lever frame being overhauled) over which the train will
pass are correctly set, clamped and padlocked and that all the trailing points over which the train will
pass are correctly set before taking “off” signals.
Detailed temporary Working Rules for each phase of work shall be issued by the Divisional
Railway Manager.
A notification regarding the date and time of the overhauling work to be taken on hand, its
probable duration, and issue of Caution Orders shall be jointly issued by the Divisional Signal and
Telecommunication Engineer and the Divisional Safety Officer to all concerned.

For the portion of the yard which is controlled by the interlocking frame to be overhauled,
the Loco Pilot shall be issued with a Caution Order restricting the speed of trains to 15 Kmph at
the station.
If the overhauling work extends beyond sunset, temporary engineering, indicators shall be
provided. Only after the Station Master has assured himself that the line has been correctly set and
locked for the required movement, he shall permit taking “off” signals.

The issue of Caution Orders and imposition of speed restrictions shall remain in force until the
interlocking frame has been tested by the Divisional/Assistant Signal and Telecommunication Engineer or
Signal Inspector and normal working is restored.

(iii) Overhauling of interlocking key boxes.- The responsibility for the safe custody of
the interlocking keys released from the interlocking key box as long as the locking is disconnected shall
rest with the Signal Inspector in charge. He shall ensure that no conflicting key is issued when reception
or despatch of a train is arranged.

(iv) Overhauling of Station Master‟s Slide Control instrument.-

(a) All signals shall be cleared for the reception and despatch of trains as usual.
(b) The Station Master shall see that

(i) no slide is pulled for taking “off” a signal without informing the inspector-in charge of the work;
(ii) no electric slot or key is transmitted in an unauthorised manner; and (iii) no conflicting slot or
key is transmitted by him.

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(11) Notification to Railway officials when opening works-Except as described in paragraph 13

below, no new work affecting the running of trains or the working of the traffic at station shall be
brought into use until staff of the branches concerned have been notified by means of a circular issued
by the Divisional Railway Manager. Timely intimation of the date of the opening of works shall be sent to
the Divisional Railway Manager whenever any new or revised Working Rules are to be brought into
operation to enable him to give the running staff due notice.

(12) Opening of temporary diversions or bridges-

(a) When opening temporary diversions or bridges for traffic, the following instructions
shall observed:-

(i) At least 14 days before the restriction is to come into force, the Divisional Engineer
shall send a notice, in the prescribed form to the Divisional Operations Manager, the Chief Signal and
Telecommunication Engineer, the Locomotive Foreman (or the Fitter Charge men or Train Examiners) of
the Depot stations at both ends of the runs of the Loco Pilots concerned, including the Locomotive
Foremen (or the Fitter Charge man or Train Examiners) of the Depot stations immediately on either side
of the temporary diversion or bridge, Traction Distribution Supervisors, the Transportation Inspector,
the Station Masters of the headquarter stations of Guards concerned and the Signal Inspector
specifying the nature of the restriction and the approximate date on which it will come into force. This
notice shall be followed by a second notice, in the prescribed form, giving the actual date and time at
which the restriction will be applied. The second notice shall be issued at least 7 days before the actual
date of commencement.

(ii) The Locomotive Foreman or other Official-in-charge at each end shall issue the
necessary Notices and instructions to Loco Pilots who shall sign the book maintained therefore and comply
with Rule 4.30.

(iii) The Station Masters of the headquarters stations of Guards concerned shall issue the
necessary Notices and instructions to Guards who shall sign the book maintained therefore and comply
with rule 4.30.

(iv) When Line Block is required, the procedure laid down in paragraph 18 or 19 below shall be
observed.

Note:- Temporary diversions or bridges shall not be opened for traffic earlier than the
time notified in the prescribed form except in consultation with the Divisional Railway Manager.

(b) Where the opening of temporary diversions or bridges requires the issue of Special
Working Rules, the Divisional Engineer shall ensure that such Rules are issued before commencement of
such work.

(13) Works resulting from accidents.- (1) An abbreviated procedure to be adopted in the case
of accidents, as laid down in Section 120 of the Railways Act 1989 is reproduced below-
“When an accident has occurred resulting in a temporary suspension of traffic, and either the
original line and works have been rapidly restored to their original standard or a temporary diversion has
been laid for the purpose of restoring communication, the original line and works so restored, or the
temporary diversion, as the case may be, may, in the absence of the Commissioner of Railway Safety, be
opened for the public carriage of passengers, subject to the following conditions, namely”:-

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(a) That the railway servant-in-charge of the works undertaken by reason of the accident has
certified in writing that the opening of the restored line and work or of the temporary diversion, will not
in his opinion be attended with danger to the public using the line and works or the diversion, and;

(b) That notice by telegraph of the opening of the line and works or the diversion shall be
sent as soon as possible to the Commissioner of Railway Safety.

(2) The certificate (in the prescribed form) shall be signed by the representative of the
Works Branch in-charge of the work before opening it. This certificate shall be despatched to the
Officers concerned. The Engineering representative shall hand over a copy of the certificate to the
representative of the Transportation (Traffic) Department at the site of the accident; and the
latter shall not permit the passage of traffic over the restored line or the diversion until he is in
possession of the certificate.

(14) Opening of new works within station limits.-

(a) On receipt of sanction to open a new work, the Divisional Engineer, the Divisional Signal
and Telecommunication Engineer, or the Divisional Electrical Engineer (Traction Distribution) shall
arrange with the Divisional Railway Manager the date on which the new work is to be handed and taken
over. After the new work is handed over, the Divisional Engineer, the Divisional Signal and
Telecommunication Engineer/the Divisional Electrical Engineer (Traction Distribution) shall advise the
Chief Engineer/Chief Electrical Engineer/Chief Signal and Telecommunication Engineer/Chief Operations
Manager.

(b) When the work is important and affects a running line, the Engineering and Operating
Officers shall be present.
(c) When the work is not important and does not affect a running line, the Officer of the
concerned department may authorise the Inspector of his department to hand over the work, and the
Divisional Railway Manager may authorise the Transportation Inspector or Station Master to take over
the work.
Note.-(i) The Transportation (Traffic) Officer or Supervisor, who takes over a new work, shall
satisfy himself that the levers, signals, points and connections work freely‟ and properly and that the
installation fulfils its object. He shall also see that the signal lights are properly focused, that the back-
lights are clearly visible from the place required by the rules, and that the Electric Repeaters, where
provided, correctly represent the indication of the signals which they repeat.

(ii) Before issue of the certificate and taking over any interlocking installation, the
Transportation-(Traffic) Officer or Supervisor shall instruct the station staff responsible for working the
interlocking installation and test them in their knowledge of the signalling diagram exhibited at the
station and of the rules and working instructions in connection therewith.

(iii) No person shall be placed in-charge at stations where interlocking Installations have been
provided, unless the Transportation (Traffic) Officer or Supervisor has satisfied himself that such person
has a full knowledge of the working of those stations.

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15. Opening of new works outside station limits.- When sanction to open a new work outside
station limits has been received, the Departmental officer concerned shall, after testing and passing the
new work jointly, declare it opened from that date and advise the Divisional Railway Manager and the
heads of departments concerned.

16. Provisions of locking bolts, cotters and padlocks and clamps.- When new lines are opened for
traffic, adequate number of bolts cotters and padlocks and clamps shall be provided by the Divisional
Engineer.

17. In electrified sections, all these Subsidiary Rules are subject to the provisions of the Indian
Electricity Act, wherever applicable and where the Chief electrical Engineer also functions as the
Electrical Inspector in terms of this Act.

18. Special instructions for Line Block-Single Line.-(1) When it is necessary to obstruct any
portion of the line outside station limits for Engineering purposes, any official of the Engineering Branch
not below the rank of an Inspector, shall apply to the Divisional Railway Manager for the Line Block
Order. The official applying for the Line Block Order shall state in the application whether the Official-
in-charge of the work would have the use of a portable telephone and also if the work spot, specified in
the application, is on a level ground or at the lower end of a steep or long approach gradient. On sections
where traffic position permits, even casual renewals may preferably be carried out under Line Block.
Where breaking the road for longer periods is involved, such work shall be done under Line Block. All
cases of renewals of track on a bridge or on the approach to a bridge or an embankment where the risk
involved will be of a very high order, shall be done under Line Block.

Note.- Relaying may be done under the protection of Rules 15.08 and 15.09 without the
imposition of Line Block, on a controlled area provided.

(a) The Divisional Railway manager and the station Masters of the block stations on either side
of the relaying area are advised in advance;

(b) The relaying is in charge of an Inspector; and

(c) An official, with a field telephone, is specifically posted to be in continuous contact with
Controller to ascertain the whereabouts of trains which are running so as to minimize interference with
traffic.
(2)(a) The time for blocking the line shall be so arranged as to interfere as little as possible
with the train service. Not less than twenty four hours notice shall be given to the Divisional
Railway Manager that Line Block is required, and the application shall be in the following form, from
which no deviation whatever is authorised, except as provided for in clause (b) below-

Please Block line between (station)…………….and (station) ……….....from after

No………….clears section until…………….hours on..…...........(date).

(b) when the application is made by telegraph, the code word “GIVELB”

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Denoting “block line between……………………….from after No………..clears Section ……..hours

on…………..(date)” shall be used the following being an example:-

“GIVELB” TJ and ALK 109P until 13-30, 6th January.

Note.- Application for more than one Line Block period falling on the same date and
between the same stations may be consolidated in one letter or telegraphic advice as required,
provided the standard from of application laid down above is repeated for each of the Line Block
periods applied for.

(c)(i) If the workspot is on a level ground, permission for blocking the line can be granted as
from immediately after the last train (to pass the workspot prior to the commencement of the work)
clearing section at the other end.

(ii) If, on the other hand, the workspot is at the lower end of a steep or long approach gradient
and if the last train to pass the workspot prior to the commencement of the work, will have to negotiate
this long or steep approach gradient, permission for blocking the line, as from immediately after the last
train clearing the section, may be granted only if the workspot is on a controlled length and if the
Engineering official-in-charge of the work will have a portable telephone for use during the period of the
Line Block. If the workspot is not on a controlled length or if the Engineering official will have no
portable telephone for use, permission for blocking the line shall be granted only as from 10 minutes
after the last train, passing the workspot, would clear the section at the upper end, in case it is a
passenger train, and 15 minutes after, it is a goods train, taking into consideration the probable running
time of the train to traverse the length from the workspot to the block station at the upper end.

(3) The Divisional Railway Manager shall issue Line Block Orders to the Station Masters of
the Block stations between which the line is to be blocked.

(4) (a) The Divisional Railway Manager shall be equally precise in his orders, which shall
be issued. By letter orby telegraph as required, in the following form, from which no deviation whatever
is authorised, except as provided for in clause (b) below-

From DRM/TPJ to SMs., 'TJ' and ALK. Block line between yours from......................

after No................ clears section until.............. hours on................ (date) for

Engineering purposes, Copy A.E.N. or P.W.I., TJ ( as the case may be) and SMR/TPJ,
MV and VM.

(b) When the order is issued by telegraph, the Code word “BLOCKLB “denoting” Block line between
yours from…………………..after No………………….clears section……………………hours on ………………(date) for Engineering
Purposes” shall be used, the following being an example:-

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From DRM., TPJ to SMs., TJ and ALK, BLOKLB 109p until 13-30 6th January.
Copy A.E.N. or P.W.I., TJ (as the case may be) and SMR/TPJ,MV and VM.

Note:- Line block orders with regard to more than one line block period falling on the same
date and between the same stations may be consolidated in one letter or telegraphic advice, as
required, provided the standard form laid down above is repeated for each of the Line Block
periods ordered.
(5) (a) The official receiving the Line Block Order shall immediately acknowledge the order
in tfollowing terms, the Engineering official-in-charge of the Line Block work and the Station Masters of
the block stations between which the line is to be blocked acknowledging by letter or telegraph as
required and others by letter in all cases:-

I note line between (Station)…………and (Station)………….shall be blocked

from……...…after No……...…clears section until............hours on …………(date). Copy
P.W.I. or A.E.N. (as the case may be).

(b) In acknowledging by telegraph the Code word “ACKELB “denoting” I note line between……………shall be
blocked from………after No…………clears section until…………hours on …………(date)” shall be used, the
following being an example:-

ACKELB /TJ and ALK 109 p until 13-30, 6th January. Copy P.W.I. or A.E.N. (as the
case may be).

(6) When an order is received from the Divisional Railway Manager that the line is
to be blocked, this order shall be copied in red ink in bold handwriting across each page of the Train
Signal Register, and the Train Message Book when in use, day by day, until the Line Block actually takes
effect, that is up to and including the last train that enters the section before it is blocked for
Engineering purposes. Controllers shall take care that no extra train is ordered whose running would be
affected by the Line Block and shall take all possible steps to ensure that the Line Block commences at the
time applied for. Line Block collar shall be secured on the Last Stop signal handle.

S.R.15.06(iii)(18)(7) (a) The Station Master shall issued to the Guard of the last train (specified
in the Line Block Order), entering the block section before it is obstructed, a certificate (which need not
be addressed to any one), in duplicate, in the following form:-

The line between (station)………………and (station)………………will be blocked for

Engineering purposes from…………after train No…………clears section until ………………….
hours on……………….(date).
Station……………….... ………………………………..
Date…………………… (Station Master)

The Station Master shall hand over a Caution Order to the Loco Pilot warning him that he
shall be on the look-out for a Stop hand signal from the Engineering official-in- charge, vide clause
(b) (i) below. Immediately after acknowledging the “Train out of Block Section” signal for this train,
the Station Master shall place the “Line Block” cap on the plunger of the block instrument and this
cap shall not be removed until a traffic train is ready to enter the block section under the provisions
of paragraph (8) (f) below. If the last train is a run through train, it shall be stopped out of course
at the station.

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In Tokenless territories, the Station Masters at either end of the block section shall remove
the shunt keys and keep the same in the personal custody on complete arrival of the last train at the
other end and place the Line Block cap on the T.G.T. button of the block instruments.

Note:.- A Caution Order need not be given to the Loco Pilot when there will be
no Engineering official-in-charge at the site of the work.

(b) (i) The last train shall be stopped at the site of the work by the Engineering official-in-
charge by the exhibition of a Stop hand signal. The Guard shall also be on the look-out and , on the train
being stopped, deliver one copy of the certificate to the Engineering official- in-charge and obtain
acknowledgement. The Guard shall deliver the duplicate copy to the Station Master at the station at the
other end of the block section and obtain acknowledgement, the train being stopped out of course for
the purpose., if booked to run through.

Note:- In cases where the last train entering the block section prior to the imposition of Line
Block enters the block section at such an hour as to render it inconvenient for the Engineering officials-
in-charge to be at the site of the work when the train arrives there, the Engineering official-in-charge
need not be present at the site of the work to stop the train and the train need not be stopped at the
site of the work but it shall pass through to the block station ahead where the Guard shall hand over
both copies of the certificates to the Station Master and obtain acknowledgement. The Engineering
official-in-charge shall before commencing the work personally obtain the copy of the certificate
intended for him from this Station Master and give acknowledgement therefore. In case the Engineering
official-in-charge is present at the other end of the block section, he shall personally obtain a copy of
the certificate from the Station Master at that end and acknowledge the same. The station Master shall
immediately advise the Station Master at the other end of having done so. Whenever this procedure is
required to be adopted, the official applying for Line Block shall specifically advise the Divisional Railway
Manager who in turn shall specifically advise the station Masters at both ends of the block section and
get their acknowledgements.

(ii) The Station Master shall before clearing section for the train in token territories, and
tokenless handle type territories or establishing “Line Closed condition in push button type tokenless
territories, obtain the duplicate copy of the Certificate or both the copies, as the case may be.
Immediately after giving the “Train out of Block Section “ signal for the train or establishing “line
closed” condition, in accordance with this sub-clause or clause (c) below, the Station Master shall place
the “Line Block” cap on the plunger of the block instrument in token territories and tokenless handle
type territories and on the “T.G.T. “button in push button tokenless territories or on the knob of the
Morse instrument and this cap shall not be removed until a traffic train is ready to enter the section.
The Station Masters at either end of the block section shall also remove the shunt keys and keep the
same in their personal custody.

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(c) If, on the train coming to a stand at the site of the work, the Guard is not in possession of the
certificate, issued to him and on his declaring so in writing the Engineering official-in- charge shall issue
a message, through the Guard, to the Station Master at both ends of the block section, with copy to the
Divisional Railway Manager, intimating this fact and that the work is being taken up as arranged.
Immediately on arrival at the block station ahead, the Guard shall hand over the message to the Station
Master and obtain an acknowledgement. The Station Master shall, before clearing section for the train or
establishing “Line Closed” condition send the message to the Station Master at the other end of the
block section and obtain his acknowledgement.

(d) Line Block shall not be considered to be in operation, nor shall the work of obstructing the
line be commenced, until the Engineering official-in-charge of the work is in possession of the copy of the
certificate referred to in clause (b) above or has issued the message referred to in clause (c) above.

(e) If the work spot is at the lower end of a steep or long gradient and if the last train to pass
the work spot prior to the commencement of the work has to negotiate the steep or long grade before
reaching the block station ahead, the Engineering official-in-charge of the work, if he has no portable
telephone, shall not commence the work before the time specified in the certificate handed over to him.
In case the Engineering official-in-charge of the work is equipped with portable telephone and if the work
spot is on a controlled section, he shall ascertain from the Controller if the last train, that passed
through the work spot has cleared the section at the other end and shall commence the work only after
the train has cleared the section completely.

(8)(a) While the Line Block is in force, under no circumstances whatsoever, shall a traffic train
be allowed to enter the obstructed section. The Station Masters at both ends of the obstructed section
shall not ask for or give Line Clear for any train to enter the section or establish “Train Going To”
condition on the block instrument.

(b) Engineering material trains, break-down specials, wiring trains, motor Trolleys and motor
lorries/tower wagons may be allowed to enter the obstructed block section on the authority of an
Engineering official not lower in rank than an Inspector.

Before permitting any departmental material train/break-down special/wiring train/tower

wagon into an obstructed section, the Engineering Inspector shall issue a written authority to the
Station Master in the following form.:-

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You are authorised to allow Train No ……………description………….into the Obstructed

section between (station)……………and (station)……………on (date) ………… at ……
(hours). The section should be cleared before ………… (hours) …………
(minutes) the line is obstructed from (kilometre)……………to (kilometre)
…………for engineering purposes.

The Station Master on receipt of this authority shall despatch the above mentioned trains into the
obstructed block section on the “Authority to proceed without Line Clear”(T/A602)

(c) All manned level crossing gates shall be closed against road traffic for the passage of departmental
trains during line block. However, the Loco Pilot / Operator shall ensure that all manned level crossing
gates are closed against road traffic before passing the same. He shall whistle continuously while
approaching the level crossings and obey the aspect of the Gate Stop signal if any. In the case of non-
interlocked gates, and in the case of interlocked gates in double line sections while proceeding on the
wrong direction, the Loco Pilot / Operator shall bring his material train / track machine to a stop 30
metres short of the level crossing and then restart and pass the gate after confirming that the gate is
closed against road traffic (C. Memo No. 6 dated 06.11.06).

(d)(i) The running of Traffic trains over the section obstructed for Engineering purposes shall not be
resumed until all the material trains or motor Trolleys or motor lorries have cleared the obstructed
section and the following messages have been exchanged, between the Station Masters at both ends of
the obstructed section, for each material train or motor trolley that entered and cleared the obstructed
section:-

My/Your Private Number…………………train cleared section here at

………………hours………..minutes.

My/Your Private Number……………understand…………………train cleared section here

at …………hours………….minutes.

(ii) Provided that the above messages have been exchanged for each material train or motor
trolley that has entered and cleared the obstructed section the running of Traffic trains, over
the section ordered to be obstructed, may be resumed on the expiry of the obstruction
period, unless the Engineering official-in-charge of the work specifically notified that the
obstruction has not been removed. A Caution Order warning Loco Pilots that they should be
prepared for Stop or Caution signals shall be handed over to all Loco Pilots until the Station
Master has received either a written notice from the Engineering official-in-charge of
the work that the obstruction has been removed or an advice from the Station Master at the
other end of the block section of his written notice. The Station Master receiving the written
notice shall immediately communicate it to the Station Master at the other end of the block
section. The Engineering official-in-charge of the work shall send the written notice, as soon
as the obstruction has been removed.
(iii) The running of Traffic trains over the section ordered to be obstructed may be
resumed before the expiry of the obstruction period specified in the Line Block Order,
provided that-

(1) the Engineering official-in-charge of the work notifies the Station, Master at one end of
the block section, in writing, that the obstruction has been removed;

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(2) the Station Master receiving the written notice from the Engineering official-in-charge
of the work has communicated the notice to the Station Master at the other end of the block section
and the Divisional Railway Manager; and
(3) the provisions of clause (i) above have been complied with.

Note.- The notice referred to above shall be recorded in the Train signal Register and/or the
Train Message Book of the stations at both ends of the block section.

(9)(a) If the Line Block is required to be extended beyond the time stated in the original
Line Block Notice, the Engineering official-in-charge of the work shall send a written notice to the
Station Master at one end of the block section, expeditiously notifying the time upto which the Line
Block has been extended. The Station Master who receives the written notice shall immediately advise
the Station Master at the other end of the obstructed section and the Divisional Railway Manager of the
revised time upto which the Line Block has been extended by the Engineering Branch.

(b) The advice extending the time of the Line Block, received from the Engineering official-in-
charge of the work, shall be recorded in the Train Signal Register, and the Train Message Book when in
use, of the station at both ends of the obstructed section; and, after the expiry of the extended time,
traffic trains may resume running over the section.

19. Special instructions for Line block-Double Line- (1) When it is necessary to obstruct
one or both lines for Engineering purposes, any official of the Engineering Branch not below the rank
of an Inspector shall apply to the Divisional Railway Manager for the Line Block Order. On sections
where traffic position permits, even casual renewals may preferably be carried out under Line
Block. Where breaking the road for longer periods is involved, such work shall be done under Line
Block. All cases of renewal of track on a bridge or on the approach to a bridge or an embankment
where the risk involved will be of a very high order, shall be done under Line Block.
Note.-(1) Relaying may be done under the protection of Rules 15.08 and 15.09, without the
imposition of line block, on a controlled area, provided-

(a) the Divisional Railway Manager and the Station Master of the block stations on either side of
the relaying area advised in advance;
(b) the relaying is in charge of an Inspector: and
(c) an official, with a field telephone, is specifically posted to be in continuous contact with the
Control to ascertain the whereabouts of trains which are running so as to minimise
detention to traffic.

(2) The detailed procedure for imposition, extension and removal of Line Block shall be the same
as for single line except that whenever both lines are obstructed, it shall be the joint responsibility of
the Station Masters at both ends of the block section to ensure that no train is occupying or ready to
enter the adjacent line before permitting the last train mentioned in the Line Block Order into the
section.
Note:- When it is necessary to obstruct only one line in a double line section, the official applying
for Line Block Order shall state in the application that the Line Block Order is required for one line
only indicating clearly the line (Up or Down as the case may be) which is to be obstructed. In case,
it is specifically asked by engineering department for impossing of caution on adjacent line for
working of some track machines such as BCM,TRT,TLE/PQRS & T-28 machine or due to any
reason, the procedure detailed in SR 6.02 (iv) shall be followed for running of trains on the
unobstructed single line with a Caution order issued to the Loco Pilot of each train till the line block
is over stating as Under:

“Line Block in force on adjacent line. Observe special caution and reduce speed as
necessary.”
( C.Memo No.3/2017 dated 31.05.2017 )

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The above caution order shall also be given to Loco Pilots of trains running on the adjacent
lines on a section with two or more lines of same/different gauges when line block is in force on
any of the lines.
The Engineering official in charge of Line Block Work shall ensure that materials conveyed
through the trains running on obstructed line do not obstruct the adjacent line.

15.07 Work in thick, foggy or tempestuous weather impairing visibility.-

In thick, foggy or tempestuous weather impairing visibility, no rail shall be displaced and no other
work which is likely to cause obstruction to the Passage of trains shall be performed, except in cases of
emergency.

S.R.15.07 (i) When such work has to be undertaken and is protected by temporary engineering
indicators, 2 detonators shall be placed on the line 10 metres apart not less than 90 metres in rear of the
Caution Indicator and a Flagman posted (at not less than 45 metres in rear of the farthest detonator)
exhibiting the “proceed with caution” hand signal to approaching trains.

15.08 Precautions before commencing operations which would obstruct the line.-

(1) No person employed on the way or works shall change or turn a rail, disconnect points or
signals, or commence any other operation which would obstruct the line until Stop signals have been
exhibited and where prescribed detonators used; and if within station limits, he has also obtained the
written permission of the Station Master and all necessary signals have been placed at “on”.

Provided that the exhibition of Stop signals may be dispensed with, if such operations are
performed or carried out after the necessary signals, other than Automatic Stop signals, have, in
addition to being placed in the `on‟ position, been disconnected, so that such signals cannot be taken
“off” again until it is safe to do so and the corresponding adequate distance beyond such signals is kept
clear:
Provided further that when the area of work is controlled by Automatic signals, the railway
servant in-charge of the work shall post a competent railway servant at an adequate distance in rear
of the site of the work to stop and warn any train approaching the affected area.

(2) No work involving removal of any rail from the track shall be undertaken without traffic
block, except as provided in Sub-rule (3) below.

(3) In emergent cases, the Engineering Official not below the rank of Permanent Way Inspector
Grade-III, undertaking such operations shall first bring the train to stop and advise the Loco Pilot of the
train about the need to stop the train through a written Memorandum. The Engineering Official shall
simultaneously arrange to send a message to the Station Master for the need to block the track and
obtain written confirmation of the same. In such emergent cases, work may be commenced only after
advising the Loco Pilot and bringing the train to a stop.

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S.R.15.08(i) Responsibility of the Engineering official-in-charge of the work-

(a) No work affecting the track which may involve danger to trains shall be commenced except
under the orders of the Permanent Way Inspector, or any other authorized railway servant who shall be
present at the work site and ensure that the engineering indicators are exhibited at the specified
distances according to rules and staff posted with necessary equipment to man them.
(b) Trains shall be permitted over the track under repair at such restricted speed as is
specified only after the track is rendered safe for traffic.
(c) when imposing or removing a speed restriction, the Official-in-charge shall advise,
specifying the restricted speed-
(1) The Station Master at each end of the block section on which the restriction is imposed
as well as the Station Masters of the Notice stations at either end.
(2) Locomotive Foreman (or Fitter Chargemen or Train Examiners) of the Depot stations at both
ends of the runs of the Loco Pilots concerned including the Locomotive Foreman (or Fitter Chargeman or
Train Examiner) of the Depot station immediately on either side of the restricted length,
(3) Signal Inspector, Traction Distribution Supervisor, Permanent Way Inspector and Assistant
Engineer,
(4) The Transportation Inspector and the Divisional Railway Manager.
(d) In the case of works between stations, whenever the Engineering official-in-charge of the
work requires information regarding the running of trains on the section, he shall advise the Station
Master as under and obtain his acknowledgement.-

To
Station Master,
…………………..Station
It is proposed to carry out work on (date) …...........at
kilometre……………between……………station and……………..station between hours …………….and
hours……………… . Please give me information regarding running of trains on the section.

Time……………………………. …………………………….
Date…………………. Official-in-charge
(With designation)

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The Station Master shall give him the information in the following form and obtain his
acknowledgment:-

To Official-in-charge…………….(Designation)
Daily and extra trains due to arrive at or pass my station Upto……………….hours have
actually done so except-
Train ( No. and Description)………..minutes..................... late.
The following extra trains, special trains and light engines will enter section as shown
below-
Train (No. and Description)…………….due to enter section at about …………..hours from
…………. station …………
Station …………...
Time……………………
Date…………………. ...................................
Station Master
Note.- The timings given above are approximate. The possibility of a train running
before time shall always be borne in mind and however late a train may be running on no
account should it be assumed that it has been cancelled.

S.R.15.08(i) (e) Issue of Caution Order.- The engineering official-in-charge of any work
inside or outside station limits shall advise in writing the Station Master of one of the two Block
stations on either side of the Block section on Double/Single line sections over which the issue of
Caution order is required as well as the Station Masters of Notice stations detailing the Kilometrage
between which Special Caution is necessary, the reason for the ‟Special Caution‟ and the speed
restriction. The Engineering official-in-charge shall not commence the work until he has received an
acknowledgement from the Station Master inthe following form and in case the block section is occupied
until the train mentioned in the acknowledgement has passed well clear of the site where the work is to
be carried out.

To
…………………..(Designation of Engineering official incharge )
………………(Station/Kilometres).
I acknowledge your caution order advice No ……… of ……… date.
I have advised the Station Master of the ………………….station at the other end

of the Block section and have obtained his acknowledgement.

The Block section is not occupied or occupied by Train No. and
description…………….. which is due to arrive at…………Station……..hours.. ……….minutes.

Station…………………
..........................
Date…………………… Station Master

S.R.15.08(ii) When any work endangering the track is in progress on or in the vicinity
of a diversion used for the daily passage of trains, banner flags shall be fixed at an adequate distance
in addition to Engineering indicators. Such work shall not be done at night except in case of an accident
or emergency and on such occasions Line Block shall be imposed. In addition, red lights and detonators
shall be used to protect the work.

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S.R.15.08(iii) In electrified sections, whenever any work on permanent way is undertaken,

G.R.17.06 and its Subsidiary Rules shall be strictly adhered to.

15.09 Showing of signals: -

(1) Whenever due to lines being under repair or due to any other obstruction it is
necessary to indicate to the Loco Pilot that he has to stop or proceed at a restricted speed, the following
signals shall be shown and, where prescribed, detonators used, if on a double line in the direction from which
trains approach and if on a single line in each direction-

(a) When the train is required to stop and the restriction is likely to last only for a day or
less-A banner flag shall be exhibited at a distance of 600 metres on the Broad Gauge and 400 metres on the
Metre Gauge and the Narrow Gauge and three detonators shall be placed, 10 metres apart, at a distance of
1200 metres on the Broad Gauge and 800 metres on the Metre Gauge and the Narrow Gauge from the place
of obstruction. In addition, Stop hand signal shall be shown at a distance of 30 metres from the place of
obstruction, at the banner flag and at a distance of 45 metres from the three detonators. The railway servant
at the place of obstruction shall give proceed hand signal to indicate to the Loco Pilot when he may resume
normal speed after the train has been hand signalled past the place of obstruction.

(b) When the train is required to stop and the restriction is likely to last for more than a
day- A stop indicator shall be exhibited at a distance of 30 metres from the place of obstruction and a
caution indicator at 1200 metres on the Broad Gauge and 800 metres on the Metre Gauge and the
Narrow Gauge from the place of the obstruction. In addition, termination indicators shall be provided at
the place where a Loco Pilot may resume normal speed.

(c) When the train is not required to stop and the restriction is likely to last only for a day
or less- Proceed with caution hand signals shall be exhibited at a distance of 30 metres and again at a
distance of at least 800 metres from the place of obstruction. The distance of 800 metres shall be suitably
increased by special instructions, where required. The railway servant at the place of obstruction shall give
Proceed hand signal to indicate to the Loco Pilot when he may resume normal speed after the train has been
hand-signalled past the place of obstruction.

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(d) When the train is not required to stop and the restriction is likely to last for more than a
day- A speed indicator shall be exhibited at a distance of 30 meters from the place of obstruction and again a
caution indicator at a distance of at least 800 meters from the place of obstruction. The distance of 800
meters shall be suitably increased by special instructions, where required. In addition, termination
indicators shall be provided at the place where a Loco Pilot may resume normal speed.

(2) In case the place of obstruction is within station limits-

(a) the provision of sub-rule (1) may be dispensed with if the affected line has been Isolated
by setting and securing of points or by securing at “ON” the necessary manually controlled Stop signal or
signals, and

(b) approach signals shall not be taken "off” for a train unless the train has been brought to a stop at
the First Stop signal, except in cases where the Loco Pilot has been issued with a Caution Order at a station
in rear, informing him of the obstruction and the details thereof.

(3) if the place of work is situated in Automatic Signalling territory, and if the distancebetween
the place of obstruction and the Automatic signal controlling the entry of train in the signalling section
concerned is less than 1200 metres on the Broad Gauge and 800 metres on the Metre Gauge and provided
the Automatic signal has been secured at “ON”-

(a) the banner flag and three detonators referred to in clause (a) of sub-rule (1) may be
provided at 90 and 180 metres respectively; and

(b) the caution indicator referred to in clause (b) of sub-rule (i) may be dispensed with.

(4) The Shapes and sizes of the indicators referred to in clauses (b) and (d) of sub-rule (1) may
be prescribed by special instructions.

Note:- The distances referred to as 800 metres and 400 metres on M.G. and N.G.
under G.R. 15.09 have been increased to 1000 metres and 500 metres respectively.

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S.R.15.09(i) Works of short duration.- Works such as casual renewals of rails and sleepers,
creep pulling lubrication of rail joints, oiling fish-plates, insertion of points and crossings, ladder working
for OHE works etc. which can be completed between sunrise and sunset of the day of commencement and
no restriction of speed thereafter is required, are termed “works of short duration”. Hand signals, banner
flags and detonators, as detailed in G.R. 15.09 shall be used to protect trains.

S.R.15.09 (ii) (a) Works of short duration inside station limits:- (a) Before commencing any
work of short duration inside station limits, the Engineering official-in-change of the work, requiring to
obstruct the line, shall notify the Station Master in the following form and obtain his acknowledgement:-

To
The Station Master,
…………………………Station
Please note that I require the……………………..line at your station to be obstructed
today from ………………hours to ………..hours, traffic may be resumed only after receipt of
advice of clearance from me.
Date…………… ........................ .....
Signature of Official-in-charge
(with designation)

The Station Master shall give a written permission to the Engineering official in the
following form and obtain his acknowledgement:-

To
………………………………………
(Designation of the Engineering official-in-charge of the work) at..............……Station.
You may obstruct the ………………………………………………..line at my station today
from………hours to………………hours until reported clear by you. All the concerned Signals
have been kept at “ON”.
Date……………………… ...…………………………………
Signature of Station Master with station seal

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(b) (1) Before commencing work on a line which can be isolated from the other lines, the
engineering official-in-charge of the work shall, jointly with the Station Master, ensure that the line has
been isolated and keep the keys of the points or the traps in his possession, giving the Station Master a
receipt therefor. Where isolation is effected by the setting point of the points, the points shall be
locked by means of the bolts and cotters or clamps.
(2) Before commencing work on a line which cannot be isolated from the other lines, the
Engineering official-in-charge of the work shall provide the prescribed hand signals, detonators and
banner flags as may be necessary to afford protection to trains or vehicles moving in the yard.

S.R.15.09(iii) “Works of short duration” outside station limits-

(a) Before commencing any “work of short duration” outside station limits, the Permanent Way
Inspector, or any other authorised railway servant shall notify the Station Masters at each end of the
block section of the fact and obtain their acknowledgements. The Station Masters shall arrange to issue
Caution Order to Loco Pilots in accordance with Rule 4.09.

Note:- In an emergency, when it is necessary on consideration of safety, the permanent

Way inspector or any other authorised railway servant may commence such work after protecting
the line, before issuing notice to the Station Master. If the work is likely to be prolonged, he
shall notify the Station Masters as soon as possible after commencing the work, for issue of
Caution Orders to Loco Pilots.
(b) The Official-in-charge of the work shall protect the line in accordance with sub-clauses (a)
and (c) of G.R. 15.09.
(c ) (i) At places where there are curves or gradients falling towards the obstruction or at times
of poor visibility, the distances laid down in G.R. 15.09 shall be suitably increased, in order that the Stop
hand signal and banner flag may be visible to the Loco Pilot of an approaching train from a distance of
not less than 500 metres on the Metre Gauge and Narrow Gauge and 600 metres on the Broad Gauge. In
order to avoid a girder bridge or any other obstruction which may prevent the planting of the banner
flag as indicated, the distance can be increased as necessary. Intermediate Flagmen shall be posted to
relay the hand signals.
(ii) The Loco Pilot of an approaching train shall bring his train to a stop on seeing the “Stop”
hand signal shown by the Flagman farthest from the obstruction. Only after the train has come to a
stand, the Flagman shall remove the detonators and allow the train to proceed by showing “proceed-
with-caution” hand signal. After the train has passed, he shall fix three detonators 10 metres apart
again on the line and continue to show “Stop” hand signal, until recalled.
(iii) The Loco Pilot shall thereon restart and proceed with caution being prepared to stop his
train short of the banner flag fixed at 500 metres on the Metre Gauge and Narrow Gauge and at 600
metres on the Broad Gauge.
(iv) The Flagman nearest to the obstruction (at the 30 metres point) shall, on receiving orders
from the Engineering official-in-charge of the work to allow the train to pass over the obstruction at
reduced speed, show “Proceed-with-Caution” hand signal and intimate the intermediate Flagman (at the
500 metres point on the Metre Gauge and Narrow Gauge and 600 metres point on the Broad Gauge) who
shall, thereupon, remove the banner flag. The train shall then be hand-signalled forward by both the
Flagmen showing “Proceed-with-Caution” hand signals.

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(v) After the train has passed, the intermediate Flagmen shall plant the banner flag again
across the line and show Stop hand signal and stop approaching trains until otherwise instructed.

S.R.15.09(iv) (a) Works of long duration inside or outside station limits.- works such as
relaying,bridge construction under traffic and diversions which extend over a few days or weeks during
which period a continuous restriction of speed has to be in force are termed “works of long duration”.
Temporary engineering indicators shall be used at the specified distances to protect the trains.

(b) All indicators shall be placed on the left hand side of the line as seen by the Loco Pilots of
approaching trains. The temporary engineering indicators which are of reflective type need not be lit
whereas temporary engineering indicators which are of non-reflective type shall be lit at sunset and kept
burning till sunrise.

(c) Protection in block section for work requiring stop-dead speed restriction and procedure for
passing trains.- The Loco Pilot of a train shall, on approaching the caution indicator, reduce speed as
necessary and bring his train to a dead stop in rear of the stop indicator. The Engineering Watchman
posted at the stop indicator shall, after the train has actually come to a dead stop hand over the
Restriction book, Form E.R.7 to the Loco Pilot. The Loco Pilot shall fill in the date, train number and time,
affix his signature and return the book to the Watchman. The Watchman shall, thereafter, exhibit a
“Proceed- with-caution” hand signal to the Loco Pilot. The Loco Pilot shall then restart and proceed
cautiously at a speed not exceeding 10 kilometres an hour until the train has cleared the restricted
length.

(d) Permanent Speed Restrictions.- They are notified in the Working Time Tables. The Speed
indicators are erected to indicate to Loco Pilots where restrictions are to be observed; for example
between stations, because of lighter type of permanent way, at certain bridges and at certain curves. It
need not be lit at night. The permanent speed indicator shall be preceded by the caution indicator,
fixed sufficiently in rear to enable Loco Pilots to reduce speed. It also need not be lit at night. Where
speed restriction has been imposed on account of facing points of an outlying siding, an “S” marker
should be fixed at the points, in addition to the speed and caution indictors fixed in rear of the points.
Where, however, the sanctioned speed of the section does not exceed 50 kilometres an hour the speed
indicator and “S” marker need not be provided except where the speed over the points is less than the
sanctioned speed of the section. Where the speed over the facing points at a station is less than the
speed sanctioned at other stations on the same section, a permanent speed indicator shall be fixed on
the post of the First Stop signal of the station. Termination indicators shall be provided in advance of
all permanent speed indicators between stations and they need not be lit at night. Where a permanent
speed restriction is in force on any intermediate track on triple or multiple lines, the engineering
indicators shall be fixed between the tracks to be within 300mm from rail to avoid infringement of
Standard Dimensions. Caution Orders need not be issued for permanent speed restrictions.

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(e) When on sections it becomes necessary to indicate to the Loco Pilots of goods trains to
run at a restricted speed and where caution and speed indicators have been provided, they should
bear the legend “GDS”.

(f) Conditions to be satisfied before commencing the work:-

(1) The Permanent Way Inspector shall, except in an emergency

(i) obtain the permission of the Divisional Railway Manager who shall, prior to giving the
permission, issue necessary notices to the Station Masters, vide clause (ii) below and all others
concerned and obtain their acknowledgements;
(ii) issue notice to the Station Master at each end of the block section, in the case of
Single line and to the Station Master at the block station in rear in the case of Double line, and Station
Master of Notice stations confirming the commencement of the work, as notified by the Divisional
Railway Manager and obtain their acknowledgements; and
(iii) provide the necessary engineering indicators as prescribed.

(2) In an emergency, when it is necessary on considerations of safety, the Permanent Way

Inspector or any other authorised railway official may commence the work before issuing the notice
under the protection of hand signals, banner flags and detonator, In such cases, as soon as possible, the
official-in-charge of the work shall issue the notice and replace the hand signals, banner flags and
detonators by Engineering indicators.

(3) (i) In the case of works inside station limits, Special Instructions shall be issued by
the divisional Railway Manager in regard to the use of the engineering indicators in conjunction with the
fixed signals of the station detailing the position of the indicators. In such cases, the work shall not be
commenced until the Special Instruction are issued to all concerned and their acknowledgements
obtained.

S.R.15.09(iv) (g) Responsibility of Loco Pilot and Guard

(1) The Loco Pilot of a train shall on approaching the caution indicator, reduce the
speed as necessary and while actually passing over the speed restricted length, keep his train under
control an strictly observe the restricted speed avoiding the use of brakes as far as possible. The Loco
Pilot shall resume normal speed after his engine has passed the termination indicator or after getting
the “All-Right” signal from the Guard. All Right Signal shall be acknowledged by the Loco Pilot by giving
a long whistle. In the case of a light engine the Loco Pilot shall resume normal speed after clearing the
restricted length.

(2) The Guard of a train shall be on the look out for signals and be prepared to help the
Loco Pilot to keep the train under control while passing over the speed restricted length. He shall also
exhibit the “All-Right” Signal to the Loco Pilot after the last vehicle has cleared the restricted length.

(3) Walkie-Talkie sets should not be used as an alternative to or replace physical exchange
of signals. However, in case of full length trains, Walkie-Talkie sets may be used for exchange of
signals between Loco Pilot and Guard. When it is NOT possible to exchange signals physically due to
curvature,tunnels,geographical layouts or other obstructions, for exchange of “All-Right” signal in
circumstances referred above, and the conditions for exchange of the All-Right signal have been
fullfilled. In such a case, the Loco Pilot and Guard while using the Walkie-Talkie shall clearly
mention their identity along with the Train Number while communicating and also confirm the
identity of speaker at the other end. ( C.Memo No.1/2016 dated 24.02.2016)

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WORK OF SHORT DURATION

STOP DEAD RESTRICTIONS ON SINGLE LINE SECTION

Note :- Ref: GR 15.09 (1)(a) and S.R. 15.09(i)

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WORK OF SHORT DURATION

'STOP DEAD' RESTRICTIONS ON DOUBLE LINE SECTION

Note :- Ref: GR. 15.09 (1)(a) and S.R. 15.09(i)

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FIGURE - 1
ENGINEERING INDICATORS FOR TEMPORARY RESTRICTIONS

CAUTION INDICATOR

Line under repairs ahead, reduce speed and be prepared for either a Speed Indicator or a
Stop Indicator ahead. Not less than 1000 m on M.G and 1200m on B.G from point where
speed is to be restricted or where stoppage is required.
SPEED INDICATOR

Speed to be reduced at once to 10 kilometres per houre (or to such other speed as may
be indicated ) Not less than 30 m from the point where the speed is to be restricted.

STOP INDICATOR

Stop at once and do not proceed until authorised by Engineering Watchman. Not less
than 30 metres from the point where stop is required

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TERMINATION INDICATOR FOR PASSENGER TRAINS

Resume normal speed

TERMINATION INDICATOR FOR GOODS TRAINS

Resume normal speed

Note:-

(1) All the dimensions are in millimetres except where otherwise shown.

(2) For intermediate tracks on triple or multiple lines engineering indicators should be
fixed between tracks to within 300 millimetre from rail level to avoid infringement of
standard dimension.

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WORKS OF LONG DURATION

FIXTURE OF ENGINEERING INDICATORS OUTSIDE STATION LIMITS

FOR REDUCED SPEED RESTRICTIONS OUT SIDE STATION LIMITS

Ref: GR. 15.09(1)(d) and S.R. 15.09(iv)(a)

FOR STOP DEAD RESTRICTIONS

Ref: GR. 15.09(1)(d) and S.R. 15.09(iv)(a)

Ref: GR. 15.09(1)(b) and S.R. 15.09(iv)(c)

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15.10. Assistance in protection of trains:-

Every railway servant employed on way or works shall, on the requisition of the Guard of a train or
the Loco Pilot there of, render assistance for the protection of the train.

15.11. Gangmate in each gang:-

Each Inspector of Way or works shall see that in every gang employed in his length of line there
is a competent Gangmate.

15.12. Knowledge of signal and equipment of gang:-

Each Inspector of Way or Works shall see;

(a) that every Gang man and Gangmate employed under him has a correct knowledge of hand
signals and detonating signals; and

(b) that every gang employed in his length of line is supplied with a permanent way gauge,
two sets of flag signals, two hand signal lamps and twelve detonators, in addition to such other tools or
implements as may be prescribed by special instructions.

S.R.15.12 (i) In addition to the equipment specified in Rule 15.12(b), every gang shall be supplied
with two banner flags.

15.13.Inspection of gauges, signals, tools and implements:-

(1) Each inspector of Way or Works shall at least once in every month inspect the permanent way
gauges, flags, signal lamps, detonators, tools and implements supplied to the gangs under clause (b) of Rule
15.12 and ascertain whether the above equipment is complete and in good order.

(2) He shall also see that any defective or missing articles are replaced.

15.14. Responsibility of Gangmate as to safety of line:-

Each Gangmate shall

(a) see that his length of line is kept safe for the passage of trains;

(b) that the signals supplied to him under clause (b) of Rules 15.12, are kept in proper order and
ready for use;

(c) that the men in his gang each have a correct knowledge of hand signals and
detonating signals;

(d) endeavour to prevent any trespassing by persons or cattle on his length of line or within
the fences thereof ; and
(e) When repairing, lifting or lowering the line or when performing any other operation which shall
make it necessary for a train to proceed cautiously, himself be present at the spot and be responsible that
the caution signals prescribed in rule 15.09 are shown.

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S.R.15.14(i) Every Gangman and Keyman shall endeavour to prevent trespass in railway
limits by persons or cattle on his length of line.

S.R.15.14(ii) (a) Fortnightly Notice of Speed Restrictions or Stoppages on account of

Engineering works/Overhead equipment works-

The Divisional Railway Manager shall issue not later than Monday every alternate week, a
notice giving the details of all speed restrictions and stoppages which will be in force during the
fortnight commencing from the second following Sunday, on account of works by Engineering
Branch/Overhead equipment Branch. This notice shall state-

1) the Nature of work;

2) its location
3) the indicators and/or signals exhibited by the Engineering Branch/Overhead
equipment Branch in connection with it and their locations;
4) the restrictive speed and /or stoppages to be observed by Loco Pilots in connection
with it; and
5) the name of the block stations adjacent to the site where the engineering work will
be undertaken in order that Caution Orders may be issued in accordance with
Rule 4.09.

The Divisional Railway Manager shall send copies of the notice to the Station Masters of the
adjacent block stations, Loco Foreman (Fitter Chargeman or Train Examiner), Permanent Way
Inspector, Traffic Inspector and the Station Masters of the Guards Headquarters stations at
either end, Traction Distribution Supervisor and Station Masters of Notice Stations.

(b) If it is necessary for the Engineering/Overhead equipment Branch to put in hand any
work on the track which has not been included in the Divisional Railway Manager‟s Fortnightly
Notice of Speed Restrictions or stoppages referred to in clause (a) above, but which involves the
obstruction of the line and necessitates showing of danger signals, the Engineering official-in-
charge shall notify, by letter or telegram (in ordinary language not in code) the Station Masters of
the block station, on either side of the proposed work and the Notice stations on either side, full
details of the work giving the same information as laid down in items (1) to (5) of clause (a) above
and he shall not commence work until the letter or telegram has been acknowledged by each of the
Station Masters concerned.

S.R.15.14(iii) Excavation shall not be undertaken in the vicinity of cable routes until the
exact position of the cables has been ascertained and a representative of the branch concerned is
present.

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15.15. Blasting:- No railway servant employed on the way or on any works shall carry on any blasting
operations on or near the railway except as permitted by special instructions.

15.16. Putting in or removing points or crossing:- Except in cases of emergency, no railway servant
shall put in or remove any points or crossings otherwise than as permitted by special instructions.

15.17.Duties of Gangmate and Gangman when apprehending danger:-

If a Gangmate or Gangman considers that the line is likely to be rendered unsafe, or that any train is
likely to be endangered in consequence of any defect in the way or works or of abnormal rain or floods or any
other occurrence, he shall take immediate steps for securing the stability of the line and the safety of trains,
by using the prescribed signals for trains to proceed with caution or to stop, as necessity may require; and
shall as soon as possible report the circumstances to the nearest Station Master and the Inspector of Way or
Works.

B. The Working of Lorries, Trolleys and Motor Trolleys

15.18. Distinction between trolley, lorry and motor trolley-

(1) A vehicle which can be lifted bodily off the line by four men shall be deemed to be a trolley and
any similar but heavier vehicle shall be deemed to be a lorry.

(2) Any trolley which is self-propelled, by means of a motor, is a motor trolley.

(3) A trolley shall not, except in cases of emergency, be used for the carriage of
permanent way or other heavy material; and when a trolley is so loaded, it shall be deemed, for the
purposes of these rules,to be a lorry.

S.R.15.18(i)The following rules shall apply to Trolleys/Lorries/Motor Trolleys:-

(1) Each trolley/lorry/motor trolley shall be marked with a number, code initials of
the Headquarters station and the designation of the Official-in-charge.

(2) A trolley/lorry/motor trolley shall always be pushed and not pulled. Use of sails or
any other aid for their propulsion is strictly prohibited.

(3) A trolley shall be manned by at least four trolleyman, a lorry by atleast six lorry men and
a motor trolley by atleast four railway servants including the Driver. This does not include any
Flagmen who may be required in addition for the protection of Trolleys /lorries under special
instructions.

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(4) Out of six men employed for working a lorry, two shall control the brakes and two
shall walk alongside the lorry. Under no circumstance shall all the men be seated on the lorry.
(5) The duties of Flagmen shall be invariably entrusted to trained men experienced on
the working of lorries/Trolleys and who have passed the vision test.
(6) The number of men that may be carried on a trolley/motor trolley shall not exceed:-

(a) eight on the Metre Gauge; and

(b) ten on the Broad Gauge,

(7) when the view of the line is obstructed due to curves or cuttings or other
causes, “observation posts” shall be established at such sites a command the best view in both
directions for the use of Flagmen who shall convey hand signals to the trolley on the line.
(8) In track circuited territories, Trolleys when used shall be insulated.
(9) Whenever a trolley is placed on line on Form T/1518 with Caution Order protection on
asection with double or multiple lines, Caution Order shall be issued to all trains running on all lines
if the Official in charge of the trolley has stated his intention to change over from one line to
another in the "A"portion of Form T/1518. Otherwise, the Caution Order shall be issued only to the
Loco Pilots of trains running on the line on which the trolley is placed.

15.19. Red flag or light to be shown:-

Every lorry or trolley when on the line shall show a red flag by day and a red light by night, during
thick, foggy or tempestuous weather impairing visibility or in a tunnel in the directions from which a train may
come.

S.R.15.19(i) As soon as a trolley or lorry is removed from the line and placed clear of it, the
red flag or light (s) shall be removed, but care shall be taken to see that this signal is not removed
until the line has been cleared of all obstructions.

15.20. Equipment of trolley, lorry or motor trolley:-

Each trolley, lorry or motor trolley shall have the following equipment:-
(a) two hand signal lamps,
(b) two red and two green hand signal flags,
(c) sufficient supply of detonators,
(d) a chain and a padlock,
(e) a copy of the Working Time Table and all Correction slips and appendices, if any, in force on
that section of the railway over which the trolley, lorry or motor trolley is to run,
(f) a motor horn and a search light (for motor trolley only),
(g) two banner flags (for lorry only), and
(h) such other articles as may be prescribed by the Railway Administration in this behalf.

Note:- The Official-in-charge of the trolley, lorry or motor trolley shall also be in
possession of a watch in addition to the prescribed equipment.

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S.R.15.20(i) In addition to the equipment prescribed above, the railway servant-in-charge

shall not place a trolley, lorry or motor trolley on the line unless he has the following also in good
condition:-

1) A copy of the General and Subsidiary Rules Book and Block Working manual

2) 10 Detonators.

3) A red flag to be fixed on the vehicle.

4) Two red signal flags for trolley or lorry.

5) (i) A lamp to show red to both front and rear on single line or when single line
working is in force on Double line.

or

to show red towards the rear and white in front on Double line in the case of trolley
and lorry.

(ii)Two side lamps fixed on the motor trolley to show two red lights to both front and
rear on single line or when single line working is in force on Double line,

or

to show two red lights in the direction from which trains will approach and two white
lights in the other direction on Double line.

6) An efficient white head-light for motor trolley only.

7) (a) For Trolleys and lorries, Form T/1518 and Form T/A 1525 (on double line only)(b)For
Motor Trolleys Form T/1525 and Form T/A 1525 (on double line only)

15.21. Efficient brakes:- No lorry or trolley shall be placed on the line unless it is fitted with efficient
brakes.

15.22. Qualified person to be in charge of lorry or trolley when on the line:-

(1) No lorry or trolley shall be placed on the line except by a qualified person appointed in this
behalf by special instructions.

(2) Such qualified person shall accompany the lorry or trolley, and shall be responsible for its
proper protection and for its being used in accordance with special instructions.

S.R.15.22(i) The following railway officials are authorised to place a trolley or lorry on line, if
they have been certified fit to do so:-

(1) Officers of the Engineering/Signal and Telecommunication/Electrical Branches.

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(2) Permanent Way Inspectors, Inspectors of Works and Bridge Inspectors.

(3) Sectionmates and Workmates of the Engineering Branch.
(4) Signal Inspectors.
(5) Authorised Supervisors of the Electrical Department
(6) Any other official specially authorised in this behalf.

S.R.15.22(ii) Certificate of Competency-(a) No officer or subordinate official shall place a

Trolley or Lorry on the line unless he holds a Competency certificate issued in this behalf by the
concerned department officer not lower than the rank of Sr. D.E.N/DEN/XEN/ Sr DSTE/DSTE/
Sr.DEE/DEE/OHE.
Note:- The Departmental Officers are authorised to renew the certificates as laid
down in the Note to S.R. 15.22 (ii) (b) (2).
(b)(1) The Railway servants permitted to use Trolleys or Lorries as laid down in S.R.15.22 (1)
(a)&(b) shall undergo a course of training in the Multi-Discriplinary Zonal Training Institute and a written
examination shall be conducted by the Principal, Multi-Discriplinary Zonal Training Institute who shall
advise the Senior D.E.N./D.E.N./X.E.N. or the senior D.S.T.E/D.S.T.E. or Senior D.E.E/D.E.E/O.H.E. the
names of those staff who have come out successful in the test. The Sr.DEN/DEN/XEN/ or the Senior
DSTE/DSTE or the Senior. DEE/DEE/OHE shall then issue the necessary Competency Certificates to
such staff.

(2) The Competency Certificate to place a Trolley or Lorry on the line of the Mettupalyam-
Udagamandalam Sections shall not be issued to staff below the grade of Permanent Way Inspector,
Grade III. The Trolley/Lorry Competency Certificate shall be valid for a period not exceeding three
years.

Note:- Every employee holding a Competency Certificate shall apply to the Senior D.E.N./
D.E.N./X.E.N or Senior D.S.T.E/D.S.T.E. or Senior D.E.E./D.E.E/O.H.E., with a declaration in
writing not less than 45 days before the date of expiry of the Competency Certificate that he has
read and understood all the rules relating to the working of Trolleys and Lorries on the line and
that he is fully conversant with them. The departmental officer shall then issue the renewal
certificate after holding an oral test and satisfying himself that the staff are conversant with the
rules relating to the working of Trolleys and Lorries.

(3) The Divisional Officers/Executive Engineers whenever they go out on inspection shall
test check the employees holding Competency Certificates in their knowledge of rules and also test
their equipment.

(4) The Certificate of Competency shall be kept in the personal custody of the staff working
the Trolley/Lorry and shall be promptly produced when required.
(c) In respect of Divisional Officers, the Divisional Railway Manager shall hold an oral test and
examine them in the rules relating to the working of Trolleys and Lorries. The Divisional Railway
Manager shall then issue the Competency Certificate after satisfying himself that the officer is well
qualified to place a trolley or Lorry on the line. In respect of Headquarters officers who are not in
possession of Competency Certificates, the Head of the department shall hold an oral test in their
knowledge of rules relating to the working of Trolleys and Lorries.

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He shall then issue a competency Certificate after satisfying himself that the officer is well
qualified for placing a Trolley or Lorry on the line. The Competency Certificate shall be valid for a
period not exceeding five years. The renewal of certificates shall be done by the Divisional Railway
Manager in respect of Divisional Officers and by the Head of the department in respect of
Headquarters Officers.

Note: - Renewal certificates are not necessary for Officers of Junior Administrative grade
and above

S.R.15.22(iii) The Official-in-charge of a trolley or lorry.-when it is accompanied by more

than one railway servant qualified to be in charge, the railway servant who is actually manning the
brakes shall act as the Official-in-charge.

S.R.15.22(iv) Conveyance of other than railway employees:-

(a) Trolleys -
1) Normally no person other than a railway employee shall be conveyed.
2) A railway employee qualified to be in-charge of a trolley, may, however, convey the
following person, if it will not interfere with his duties and responsibilities:-

(i) Magistrates and Police Officials (not below the rank of sub-Inspector)
proceeding to the site of an accident on duty;
(ii) Other Government Officials in general (Civil, , Military, Medical, etc.) when their
journey concerns the working of the Railway;
(iii) a person requiring medical aid; and
(iv) Contractors and their agents proceeding in connection with work.

(3) The Conveyance of the above persons is subject to the following conditions:- (i)
The prior permission of the Divisional Railway Manager shall be obtained by the Official-in-
charge of the trolley through Control. However, in emergent cases, such permission may be
obtained from an Assistant Officer who shall at once advise the Divisional Railway Manager
regarding the grant of such permission.

(ii) Prior to being conveyed, the person(s) concerned shall execute an Indemnity
Bond in the prescribed form. (b) Lorries:- No person unconnected with the working
of the railway shall be conveyed on a lorry.

15.23. Attachment to train prohibited:-

No lorry or trolley shall be attached to a train.

S.R.15.23(i) Conveyance of Trolleys and Lorries by trains- No Trolley or Lorry shall be

loaded in any train without the consent of the Guard incharge of the train. Except in an
emergency no lorry or trolley shall be loaded in Mail and Express trains.

15.24. Time of running:-

A lorry shall ordinarily be run only by day and when the weather is sufficiently clear for a signal
to be distinctly seen from an adequate distance, which shall never be less than 800 metres.

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WORKING OF TROLLEYS

SR 15.24(i)(a): Trolleys shall be worked on the following sections as indicated below:

BROAD GAUGE

Lokur - Danishpet (Lokur ghats)

Omalur - Mettur Dam

Madukarai - Kanjikode (Walayar ghats)

Shornur - Cochin Harbour Terminus

Ernakulam Jn. - Quilon Jn.

Ayyalur - Kalpattichatram

Punalur - Kundara

METRE GAUGE

Mettupalaiyam - Udagamandalam (Nilgiri Railway)

During day and in clear weather, Trolleys shall be worked under the rules for working trains in
the above mentioned section on Form T.1518, if the trolley can clear the section by a specified time
without causing detention to any train. If detention will be caused by giving line clear, the Station
Master shall inform the official in charge accordingly and the official shall then decide, according to
the urgency of the work, whether to work on Form T/1518 with Caution Order protection or to wait
until Line Clear can be obtained for the trolley. If the official in charge decides to go on Form T/1518
with “Line Clear Refused” endorsement, the Station Master shall make such endorsement on "B‟ portion
of Form T/1518 itself.
(C. Memo No. 1 / 2012 dated 09.03.2012)

SR.15.24(i)(b) On all other sections, during day and in clear weather, Trolleys shall
be worked under the rules for working trains or with Caution Order protection in conjunction with Form
T/1518.

Trolleys may also be worked during day and in clear weather only, on the sole responsibility of
the official incharge of the trolley without block protection or Caution Order protection as mentioned
above. When the trolley is to be worked either without the block protection or the Caution Order
protection, on the sole responsibility of the official incharge of the trolley, the official in charge
before entering the block section with his trolley, shall himself enquire from the Station Master, the
whereabouts of the trains, if any, he is likely to encounter until he reaches the next block station. The
Station Master, after consulting the controller on duty and the block station ahead, shall give the
official in charge of the trolley, the information about the train movements. It is the responsibility of
the official in charge of the trolley to ensure the safety of the trolley and its occupants, while
proceeding on a section without the block protection/Caution Order protection.

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After placing the trolley on line and entering a block section without the block protection/
Caution Order protection, if the visibility becomes reduced to less than 1200 metres on the broad gauge
and 1000 metres on the metre gauge sections on account of thick, foggy weather, dust/sand storm, rain
or any other cause, the official incharge must remove the trolley from the line immediately.

(c) On all sections of this Railway during day when the visibility is poor due to thick, foggy
weather, dust/sand storm, rain or any other cause and at night, Trolleys shall always be worked under the
rules for working trains in conjunction with Form T/1518.

S.R.15.24(ii) Working of Trolleys outside station limits on single line on Form T/1518 with
Caution Order protection during night:-

Trolleys may be worked on Form T/1518 under the protection of caution order during
night by observing the following conditions and procedure:-

(1) The particular section has no night train service and otherwise no Station Masters on
night duty.
(2) The official in charge of the trolley shall fill up Form T/1518, specifying the time at which the
trolley will be placed on the line and the station up to which the trolley will work and hand it over
to the Station Master at the starting station in time before the Station Master goes “off” duty.

(3) The Station Master shall advise the Station Master of the destination station and
obtain his acknowledgement. When a material or other train is berthed at an intermediate
station, the Station Master of that station shall also be included in the advise and his
acknowledgement obtained.

(4) The Station Master concerned shall enter, in red ink, in the Train Signal Register, the
trolley number, the time at which the trolley will enter the section and the destination station.

(5) The trolley shall not be placed on the line before the first block section on which the
trolley is to work is clear of the last train for the day.
(6) The Official-in-charge shall obey the fixed signals in respect of stations where there is
night train service and there are Station Masters on night duty.

(7) The Station Master who receives the “Removal Report” shall advise the Station
Masters who had been previously advised and obtain their acknowledgements.
(8) The Station Masters shall enter, in red ink, in the Train Signal Register against the

entry for the trolley the time at which the trolley is removed from the line and the
“Removal Report” is received.

(9) Caution Orders shall be issued to the Loco Pilots of trains entering the section, if the
“Removal Report” has not been received.

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S.R.15.24(iii) Uninsulated push Trolleys are prohibited from working on Automatic

Block Territories.
Note: - Push Trolleys (whether insulated or not) shall not be permitted to work on
the Double Line suburban section between Madras Beach and Tambaram

S.R.15.24(iv) Working of Trolleys and lorries in track-circuited yards Special instructions for
the reception and despatch of Trolleys and lorries at stations with track-circuited yards shall be
embodied in the Station Working Rules.

WORKING OF LORRIES/OHE LADDER TROLLEY

S.R.15.24(v) : On all sections of this Railway, lorries/OHE ladder Trolleys shall be worked
under the rules for working trains in conjunction with Form T/1518 both during day and night whether
loaded with heavy materials or not.

WORKING OF TROLLEYS AND LORRIES INSIDE STATION

LIMITS ON SINGLE AND DOUBLE LINE

S.R. 15.24(vi) Working of Trolleys and lorries inside station limits: -

(1) Before placing a trolley or lorry on any running or non-running line, the Official-in-
charge shall advise the Station Master in writing, in duplicate, as under: -

Trolley/Lorry No. …………. being required to work inside station limits on …………
line(s) between ………….. hours and …….. hours, ………… we have satisfied ourselves that
there will be no interference with the working of trains or shunting operations.
…………………. ………………………..
Station Master Official-in-charge
Station…………
Date…………..
Time…………..

(2)The Station Master shall take the original and return the duplicate signed to the Official-
in-charge. Then only the Official-in-charge shall place the trolley or lorry on the line.

(3)At stations where the lines affected are under the control of Cabin Assistant Station Masters
or Switchmen, copies of the memo shall be given to such staff also and their signatures obtained before
placing the trolley or lorry on the line.

PROCEDURE FOR WORKING

TROLLEYS UNDER THE RULES FOR
WORKING TRAINS
(Worked in conjunction with Form T/1518)

Single Line
S.R.15.24(vii)(a) Placing a trolley on the line at a station:-
(1) The Official-in-charge shall inform the Station Master about the block section in which
the trolley will work and the time at which he will place the trolley on the line.

(2) The Station Master shall state the time by which the Official-in-charge shall clear the
section and get his consent.

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(3) He shall, then advise the Station Master at the other end of the block section, obtain Line
Clear and hand over the Token or Line Clear Ticket to the Official-in-charge.
(4) In tokenless territories, block instrument working shall be suspended and the trolley
started on the authority of Line Clear Ticket.

(5) Both the Station Masters shall, at once, enter in red ink in the Train Signal Register, the
Trolley No. in the Train No. column and other particulars as for a train.

(6) The official in charge shall fill up ‟A” portion of Form T/1518 and hand it over
to the Station Master.
(7) The Station Master shall counter sign the same and fill in ‟B” portion of Form T/1518 with
relevant details

(8) The Official-in-charge is entirely responsible for clearing the section by the specified
time.

(b) Placing a trolley on the line outside station limits

(1) The Official in charge shall fill in the ‟A” portion of Form T/1518 indicating the time by
which the trolley shall clear the section.
(2) He shall send the Form T/1518 through a competent railway servant to the Station Master at
the nearest end of the block section.
(3) The Station Master on receipt of Form T/1518 shall advise the Station Master at the other
end of the block section, obtain Line Clear and then enter the relevant details in the "B" portion of Form
T/1518 along with the time by which the trolley shall clear the section. The same shall be handed over with
the Token/Line Clear Ticket to the competent railway servant obtaining his signature or thumb
impression in the remarks column of the Train Signal Register.

(4) Both the Station Master shall, at once, enter in red ink in the Train Signal Register
the Trolley No. in the Train No. column and the other particulars as for a train.

(5) The Official-in-charge shall not place the trolley on the line until he gets the form and the
Token or Line Clear Ticket. He is entirely responsible for clearing the section by the specified time.

(6) In tokenless territories, block instrument working shall be suspended and the trolley
started on the authority of Line Clear Ticket. (c) Removal of a trolley from the line at a station.

(1) On arrival of the trolley at the station, the official in charge shall fill in the "C" portion of
Form T/1518 and hand it over to the Station Master along with the token or line clear ticket.

(2) The Station Master shall clear the section for the trolley as for a train and both the Station
Masters shall complete the entries for the trolley in the Train Signal Register.

(3) The Station Master shall fill up the relevant details in ‟C” portion of Form T/1518 and
return the same to the official in charge.
(4) In the case of Line Clear Ticket, the Station Master shall cancel and retain it.

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(d) Removal of a trolley from the line outside station limits. –

The procedure laid down in clause (c) above shall be adopted except as follows: -

(1) The Official-in-charge may send the Form T/ 1518, duly filling up the ‟C” portion
and the Token or Line Clear Ticket through a messenger to the Station Master who in turn fill in the
relevant portion and hand over the same to the messenger obtaining his signature or thumb impression
in the Train Signal Register.

(2) The Official-in-charge shall ensure that no delay is caused to the next train due to
enter the section and he shall take care to get back the Form T/ 1518 from the Station Master.

Double Line

S.R.15.24(viii)(a) Placing a Trolley on the line at a station. – Rule No. S. R 15.24 (vii) (a) shall be
followed.

(b) Removal of Trolley from the line at a station :- Rule No. S. R 15.24 (vii) (c) shall be
followed.

(c) Placing a Trolley on the line out side stain limits :- Para 6.16 (v) of BWM – Part I of 2007,
shall be followed.

PROCEDURE FOR WORKING TROLLEYS WITHOUT LINE CLEAR UNDER THE PROTECTION OF
CAUTION ORDER
(in conjunction with Form T/1518)

Single Line

S.R.15.24(ix)(a) – Placing a Trolley on line at a station:

(1) The official-in-charge shall fill in the `A‟ portion of Form T/1518 and send it to the
Station Master.

(2) The Station Master shall advise, by telephone, the Station Master of the Block Station
at the other end as under:

Trolley No…………. will enter section at ……….. hours …………. minutes with
trolley notice No…………… issue caution Order for all trains.

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(3) The Station Master at the other end shall acknowledge the advice as under:

Understand Trolley No………. will enter section at ……… Hours ………….

Minutes. I will issue Caution Order to all trains. Private Number …………

(4) The Station Master receiving the Private Number shall enter it on the ‟B”portion of
Form T/1518.

(5) Both the Station Masters shall enter, in red ink, in the Train Signal Register, the
Trolley No., the time at which the trolley will enter the section and the Private Number allotted.

(6) The Station Master shall examine the Train Notice Register and ascertain the
movements of all trains likely to run on the Block Section on that day subsequent to the entry of the
trolley. The Station Master shall enter the particulars of all such trains on the reverse of Form T/1518.
On controlled section the Station Master shall consult the Controller and satisfy himself that the
particulars of extra trains recorded in his Train Notice Register are correct and ascertain which of
those trains are likely to occupy the Block Section consequent to the entry of the trolley that day. The
Station Master shall enter the particulars of all such trains on the reverse of the ‟B” portion of
T/1518. On uncontrolled sections, the Station Master shall obtain information of the movement of trains
from stations which are able to supply this information at the time the form is received and he shall also
verify these particulars with the entries in the Train Notice Register.

(7) The Station Master shall fill in the ‟B” portion of Form T/1518 and return it to the
official- in-charge. The Station Master shall also enter on the form the Station from which and the
approximate time at which the trains will enter the Block Section. If Line Clear has been asked for or
given for any train or if a train is already in the block section, the Station Master shall enter the
direction, number and description of this train also on the form. The Station Master is responsible for
entering all the required particulars in the form completely and correctly with reference to the block
section concerned. All such details to be entered on the reverse of the ‟B” portion of Form T/1518.

(8) The Official in charge shall satisfy himself by examining the Form T/1518 that all the
required particulars are complete and correctly entered and that they refer to the Block section
concerned.

S.R.15.24(ix)(b) Placing a Trolley on the line outside station limits: The procedure laid down
in the clause (a) (1) to (8) above shall be followed in this case also except the following.

(1) The official in charge of the trolley may send the Form T/1518 through a competent
railway servant to the Station Master of the nearest block station.

(2) The Station Master shall fill in ‟B” portion of Form T/1518 and obtain the competent
railway servant's thumb impression/signature in the remarks column of the TrainSignal Register.
(3) The official in charge shall not place the trolley on the line until he gets back Form
T/1518 with relevant details being filled up in ‟B” portion.

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(c) Removing a Trolley from the line at a station :

(1) On the arrival of the trolley at a station, the official in charge shall fill, up the “C”
portion of Form T/1518 and send it to the Station Master.
(2) The Station Master shall enter the time in the `C‟ portion of Form T/1518 and return the
same to the official in charge.
(3) The Station Master shall immediately advise the Station Master of the Block station
at the other end of the arrival of the trolley and the time of its arrival.
(4) Both the Station Masters shall enter, in red ink, in the Train Signal Register,
againstthe entry for the trolley, the time of arrival of the trolley at the station and the time of
receipt of the “Removal Report”.
(d) Removing a Trolley from the line outside station limits :

(1) If a trolley has to be removed from the line outside station limits, and if it is not intended
to replace it on the line, the official in charge shall, fill up, `C‟ portion of Form T/1518 and send it to
the Station Master of the nearest block station through a competent railway servant.

(2) The Station Master on receiving the Form T/1518 shall enter the time at which the “Removal
Report” is received by him, countersign it, in the ' C ' portion and return the same to the Official in
charge through the competent railway servant, obtaining his signature or thumb impression in the
remarks column of the Train Signal Register.

(3) This Station Master shall, immediately, advise the Station Master of the block station at
the other end at the same time giving a private number to him.

(4) Both the Station Masters shall enter the private number in the Train Signal
Registers. In addition, they shall enter, in red ink, the time at which the trolley is removed from the line
and the “Removal Report” is received, against the entry for the trolley.

(5) If the trolley is removed from the line at a non-block station provided with
telephone instrument, the Clerk-in-charge shall advise (reproducing the information given in the
“Removal Report”) the Station Masters of the block stations at either end, or the end connected to
him and obtain acknowledgements. The Station Masters shall enter, in red ink, the particulars regarding
the trolley in the Train Signal Register, recording the time at which this advice is received. The Station
Masters on receipt of the “Removal Report” from the Clerk-in-charge shall contact each other through
the block telephone and exchange private numbers in confirmation of the receipt of the “Removal
Report”. Both the Station Maters shall record the private numbers exchanged in their Train Signal
Registers.

(6) If, subsequent to the trolley having entered the section, the visibility is impaired, the
trolley shall at once be removed from the line and the Official-in-charge shall take action as detailed in
clause (d) above. The Official-in-charge shall place the trolley on the line only when visibility improves
after following the procedure detailed in clause (b) above.

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PROCEDURE FOR WORKING TROLLEYS ON DOUBLE LINE WITHOUT LINE CLEAR UNDER THE
PROTECTION OF CAUTION ORDER
(IN CONJUNCTION WITH FORM T/1518)

S.R.15.24(x)(a) Placing a trolley on the line at a station: - The same procedure shall be followed
as in sub-clause (a) of SR 15.24(ix). The official in charge of trolley shall specify in the ‟A” portion of
Form T/1518 the line (Up or Down as the case may be) by which he proposes to trolley the Section. If it
is his intention to shift the trolley from one line to the other, he shall state the same clearly in the ‟A”
portion of Form T/1518.

(b) Placing a trolley on the line outside station limits. – The same procedure shall be
followed as in sub-clause (b) of S.R.15.24(ix).

(c) Removing a trolley from the line at a station. – The same procedure shall be followed as in sub-
clause (c) of S.R.15.24(ix).

(d) Removing a trolley from the line outside station limits. - The same procedure shall be
followed as in sub-clause (d) of S.R.15.24(ix).

S.R.15.24(xi) When a trolley is removed from the line, the Official-in-charge shall also
ensure that it is so placed as not to foul the adjacent line.

S.R.15.24(xii) The official in charge can place the trolley on any one of the two lines,
and also change from one line to the other according to his convenience, only if he has stated the
same clearly in the ‟A” portion of Form T/1518 as indicated in SR 15.24(x)(a).

S.R.15.24(xiii) Working of Trolleys in Single line and Double line on Form T/1518 with
caution order protection. Responsibility of Station Master: -

(1) The Station Master shall at once place the “Trolley on Line” cap on the plunger of the
block instrument or Bell push button or Bell code button on single line or on the plunger on Double line as
the case may be and keep it there until the “Removal Report” is received

(2) When obtaining or giving Line Clear for a train, the Station Master shall remind each
other by telephone of the fact that there is a trolley on the line.

(3) Caution Orders shall be issued to trains entering the block section occupied by a
trolley on Form T/1518.

(4) On the double line caution order shall be issued to both Up and Down trains,
irrespective of the line on which the trolley may be placed if the official in charge of the trolley has
stated his intention to change from one line to the other in the ‟A” portion of Form T/1518 as
indicated in SR 15.24 (x)(a). Otherwise caution order shall be issued only to the Loco Pilots of trains
running on the line in which the trolley is placed.

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(5) Whenever Trolleys are permitted to enter a block section on Form T/1518 with "Line
Clear refused‟ endorsement, it shall be specifically ensured that until the “Removal Report” is received,
the trains mentioned in the Form T/1518 shall not be allowed to enter the block section prior to the times
specified therein and no trains, other than those mentioned in the form, excepting Accident Relief trains,
shall be allowed to enter the block section. When an accident relief train is required to enter the block
working shall be suspended and an “Authority to proceed without Line Clear” in Form T. 1408 shall be
issued to the Loco Pilot of the train.

(6) When a trolley is placed on line on Form T/1518 with caution order protection and
“Removal Report” has not been received even after sun set, the Station Master may permit train service
into the concerned block section on “Authority to proceed without Line Clear” in T.1408 until “Removal
Report” is received.

S.R. 15.24(xiv) Responsibilities of the Official-in-charge of Trolleys:-

(1) The Official-in-charge of the trolley is responsible at all times for its safe working.
He shall keep a sharp look-out, see that the rules for working are strictly adhered to and always be on
the alert to guard against accidents. He shall at all times ensure adequate protection for the trolley.

(2) The Official-in-charge shall stop short of the level crossing and pass it after ensuring
that the gates have been secured against road traffic.

(3) Push Trolleys and material lorries by virtue of their lightness cannot trail through
spring loaded points and in consequence will derail while passing over such points. The official- in-charge
of the push trolley/material lorry shall stop short of the spring loaded points, lift the trolley/material
lorry and place it on the correct line before proceeding further. The Official-in-charge shall acquaint
himself about the location of spring loaded points on the section while placing a trolley/lorry on line.

S.R.15.24 (xv) When a trolley is working under the rules for working trains, the “Removal
Report” of Form T/ 1518 and the Token or Line Clear Ticket shall be sent so as to reach the Station
Master in time to prevent delay to the next train due to enter the section

S.R.15.24 (xvi) Trolleys following one another – When two Trolleys are running together in
the same direction and on the same line, care shall be taken to ensure that they are kept at least 100
metres apart to allow of the rear trolley being stopped in time, should a trolleyman slip from the front
trolley or should the front trolley be stopped suddenly for any reason.

S.R.15.24 (xvii) The speed of a trolley shall not exceed 15 kilometres an hour. Should a trolley
be overtaken by mist or bad weather, when working in a section, especially a Ghat section, all precautions
shall be taken to protect it by means of detonators, lamps or flags and the speed of the trolley shall not
exceed 5 kilometres an hour.

S.R.15.24 (xviii) Responsibility of Engineering staff working on the line-Gangmates,

Gangmen, Keymen and Gatemen shall exhibit a Stop hand signal to warn any approaching train when they
see a trolley on the line and shall continue to exhibit the Stop hand signal till the trolley has passed at
least 1000 metres away on Metre Gauge/Narrow Gauge or 1200 metres on Broad Gauge or until it is
removed from the line

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S.R.15.24 (xix) Responsibility of the Loco Pilot- When the Loco Pilot of a train receives a
Caution Order notifying that a trolley/Trolleys is/are on the line, he shall proceed with caution keeping a
good look-out. If, on account of curves or cuttings or any other circumstances the view ahead is
obstructed, the Loco Pilot shall exercise special vigilance and caution and whistle frequently to warn the
men-in-charge of the trolley/Trolleys. These Precautions shall be observed until the trolley/Trolleys has/
have been passed.

S.R.15.24 (xx) During total interruption of communications Trolleys shall be worked on

the authority of T/B 602 or T/C 602 as the case may be and when Line Block is in force, on the authority
of T/A602.

PROCEDURE FOR WORKING OR LORRIES

S.R.15.24 (xxi) Procedure for working lorries under the rules for working trains (in
conjunction with From T 1518) on single line:- The same procedure given for Trolleys shall apply to lorries.

S.R.15.24 (xxii) Procedure for working lorries under the rules for working trains on
Double line:- The same procedure given for Trolleys shall apply to lorries also.

S.R.15.24 (xxiii) During total interruption of communications Lorries shall be worked on

the authority of T/B 602 or T/C 602 as the case may be and when Line Block is in force, on the
authority of T/A 602.

S.R.15.24 (xxiv) Responsibility of the Official-in-charge of lorry. – The rules as applicable

to Trolleys shall apply to lorries also.

S.R.15.24 (xxv) When a lorry is working under the rules for working trains, the “Removal
Report” of Form T 1518 and the Token or Line Clear Ticket shall be sent so as to reach the Station
Master in time to prevent delay to the next train due to enter the section.

S.R.15.24 (xxvi) No lorry shall be allowed to work in a block section for one hour before
the probable time of passage of high speed trains in that block section that day. The official- in-charge of
the lorry shall ensure that the section is cleared and the lorry removed clear of the line at least one hour
before the passage of high speed trains in the section that day.

S.R.15.24 (xxvii) The speed of a lorry shall not exceed 10 kilometres an hour. When on a
section, especially a Ghat section, all precautions shall be taken to protect it by means of detonators,
lamps and flags and the speed shall not exceed 5 kilometres an hour during times of poor visibility.

S.R.15.24 (xxviii) Cycle Trolleys and moped Trolleys:-

a) Cycle Trolleys are propelled by pedaling instead of pushing. Moped Trolleys are those
driven by Motor units and which can also be propelled by pedalling. Cycle Trolleys and moped
Trolleys shall be so designed as to be capable of being removed from the track by two men. A seat
shall also be provided in cycle Trolleys and moped Trolleys for at least one person other than the
person pedalling or driving, to sit facing towards rear continuously, to give adequate warning of
approaching trains.

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b) Cycle trolley shall be treated as Push trolley in all respects for the purpose of these
rules except as provided for below –

(i) The total number of persons including the persons pedalling , who can be carried on a
cycle trolley shall not exceed five, or the maximum it is structurally safe to carry whichever is less.
(ii) The speed of a cycle trolley shall not exceed 15 kilometres an hour. Should a cycle trolley
be overtaken by mist or bad weather, when working in a section, especially a Ghat section, all precautions
shall be taken to protect it by means of detonators, lamps or flags and the speed of the cycle trolley
shall not exceed 5 kilometres an hour.
c) Light Motor trolley/Moped trolley/Scooter trolley shall be treated as Motor Trolley in all
respects for the purpose of these rules except as provided for below:-
(i) The total number of persons including the person driving, who can be carried on a Light
Motor trolley/Moped trolley/Scooter trolley shall not exceed five or the maximum, it is structurally safe
to carry whichever is less.
(ii) The speed of a Light Motor trolley/Moped trolley/Scooter trolley shall not exceed 15
kilometres an hour. Should a Light Motor trolley/Moped trolley/Scooter trolley be overtaken by mist or
bad weather, when working in a section, especially a Ghat section, all precautions shall be taken to protect
it by means of detonators, lamps or flags and the speed of the Light Motor trolley/Moped trolley/
Scooter trolley shall not exceed 5 kilometres an hour.

S.R. 15.24 (xxix) Rail Dolleys

1. Rail Dolleys

Rail Dolleys is a device with two or more wheels which in balanced condition can be moved
manually on one rail of track and can carry one rail / sleeper in suspended condition. When
necessary, the suspended material can be dropped and rail dolley cleared off the track.

2. Manning of Rail Dolleys

Every rail dolley shall be manned by not less than two able bodied persons. The Official in-
charge for the working of Rail Dolleys shall be a railway servant not lower in rank than a key man.
The Official in-charge should have passed in medical category A-3 and must hold a valid certificate
of competency for working rail Dolleys. Certificate of competency shall be issued by JE/SE/SSE/
P.Way who is in-charge of the section who must satisfy himself that the person to whom
competency certificate is being issued is fully aware of the rules for the working of rail dolleys and
is also well acquainted with the concerned section.

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3. Working of Rail Dolleys

(a) The Official in-charge of Rail Dolleys must inspect the section in advance particularly in
reference to heaping of ballast,girder, bridges and any other special features which make it
difficult to drop the material and remove the rail dolley in the event of an approaching train. He
shall get the ballast heaps cleared and work the Dolley(s) only when the visibility is clear for at
least 1200 metres on Broad gauge and 1000 metres on Metre Gauge and the rails/sleepers can be
dropped off safely without affecting the safety of trains and workers.

(b) It is the sole responsibility of the Official in-charge of rail dolleys to ensure the
following conditions at all times.

(i) The rail dolley shall not be worked on sections having gradients steeper than 1in 200.

(ii) Not more than 6 rail dolleys should be worked in a group in any one of the block
section.

(iii) The rail dolley should not carry longer than 3 rail welded panels.
(iv) The rail dolleys are not worked after sunset and before sunrise and in bad
weather when the visibility is poor, in deep cuttings, steep grades, sharp curves and heavily built up
areas where the visibility is not clear for 1200 metres on BG and 1000 metres on MG and if necessary,
rail dolley shall be worked with block protection.

(c) In case, a rail dolley is to carry rails longer than 3 rail panel or it is required to move
over crossovers in yard crossing more than one line in deep cuttings and curves, it should work
under block protection.

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(4) Working of Rail Dolleys

(a) No traffic block or caution order is normally necessary for working of Rail
Dolleys except as indicated in Para 3 (b) (iv) and (c) above. For the working of Rail Dolley s under Para 3
(b) (iv) and (c), the procedure for working of Trolleys under the rules for working trains (work in
conjunction with Form T/1518) shall be followed. Form T/ 1518 shall be issued for this purpose as in the
case of Trolley working.
(b) Every Rail Dolley /group of Rail Dolley when on line shall exhibit a red flag.
(c) The Rail Dolley shall be protected by a flagman at a distance of 1200 metre on BG
and 1000 metre on MG from the Rail Dolley , on a double line in the direction from which trains may
approach, and by two flagmen one on either direction on single line. The flagmen shall also carry
three detonators for use in any emergency.

(d) Where necessary intermediate Flagman should be posted to relay the signals to the
Flagman at the farthest end.

(e) When a train is sighted, the Flagman should wave the red flag vigorously to warn the
Official in-charge of the Rail Dolley about the approaching train and at the same time place three
detonators 10m apart on the line to protect the Rail Dolley. The detonators should be removed only on
receipt of hand signals from the official in- charge by waving of a green flag to withdraw the danger
signals shown by the flagman, only after removing the Rail Dolley and materials cleared off the track.

(f) The Official in-charge of the Rail Dolley shall keep a sharp look out for
approaching trains and will get the Rail Dolley and materials cleared off the track as soon as an
approaching train is sighted.

(g) While approaching level crossings, the Official in-charge shall look out for road
vehicles and ensure safe passage of Rail Dolleys.

(h) The Official in-charge shall be fully responsible for the safe working of Rail
Dolleys.

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15.25. MOTOR TROLLEYS:-

A motor trolley shall only be run in accordance with special instructions.

MOTOR TROLLEYS

S.R.15.25 (i) Railway servants permitted to use a motor trolley. –

(a) Officers, Inspectors and Drivers duly qualified in driving and operating motor Trolleys are
permitted to place a motor trolley on the line, if they have been certified fit to do so.

(b) The following railway officials are also permitted to place a motor trolley on the line, if
they have been certified fit to do so: -

(i) Chief Traction Foreman/Over head Equipment;

(ii) Traction Foreman/Over head Equipment;
(iii) Electrical Foreman/Over head Equipment;
(iv) Assistant Traction Foreman/Over head Equipment;
(v) Chief Traction Foreman/Power supply Installations;
(vi) Traction Foreman/Power supply Installation;
(vii) Assistant Traction Foreman/Power supply Installation
(viii) Chief Traction Foreman/Remote Control;
(ix) Assistant Traction Foreman/Remote Control;
(x) Inspectors of the Signal and Telecommunication Branch; and
(xi) Any other officials, who may be specially authorised.
S.R.15.25(ii) Certificate of Competency – (a) In the case of a Motor Trolley Driver and in
the case of staff referred to in S.R.15.25(i)(b) and Inspectors, the Principal, Multi-Discriplinary Zonal
Training Institute, Tiruchchirappalli, shall issue a Certificate of Competency after giving them proper
training in rules relating to the working of Motor Trolleys and after conducting a written examination in
respect of such rules. In respect of Divisional Officers, the Divisional Railway Manager of the Division and
in respect of Headquarters Officers, the Head of the Department shall hold an oral test in their
knowledge of rules relating to the working of Motor Trolleys and then issue the Certificate of Competency
after satisfying himself that the officer is fit to place a Motor Trolley on the line.

(b) The Competency Certificate to place a Motor Trolley on the line shall be valid for a period
of three years in respect of non-gazetted staff and five years in respect of officers.

(c) (i) The Motor Trolley Driver and the staff referred to in S.R. 15.25(i)(b) and the
Inspectors must apply to the Senior DOM/DOM of the division concerned and to the Dy. COM/STM/
Operating Safety/MAS in the case of staff stationed in Headquarters Office with a declaration in
writing not less than 45 days before the date of expiry of the Competency Certificate that he has
read and understood all the rules relating to the working of Motor Trolleys and that he is fully
conversant with them.

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(ii) The Senior DOM/DOM shall then issue a renewal certificate after holding an oral test
and after satisfying himself that the staff are conversant with the rules relating to the working of
Motor Trolleys. Similarly, the Dy. COM/STM/Operating Safety/MAS shall issue renewal certificates
to the staff attached to the Headquarters Office after holding an oral test and satisfying himself
that the staff are conversant with the rules relating to the working of Motor Trolleys.

(iii) In respect of Officers of the division, the Divisional Railway Manager and in respect of
Officers in Headquarters, the Chief Transportation Planning Manager shall arrange to issue renewal
certificates to the concerned Officers after satisfying himself that the Officer is conversant with
the rules relating to the working of Motor Trolleys.

Note: - (1) The Competency Certificate to place a Motor Trolley on the line must be re-
validated once in 3 years in the case of non-gazetted staff and once in 5 years in respect of
Officers. However renewal of competency certificate is not necessary for Officers of Junior
Administrative grade and above.

(2) The Certificate of Competency shall be kept in the personal custody of the
staff working the Motor Trolleys and shall be produced when required.

S.R.15.25(iii) Who must act as the railway Official-in-charge. – When a motor

trolley is accompanied by more than one railway servant qualified to be in-charge, the railway
servant working the motor trolley shall act as the Official-in-charge.

S.R.15.25(iv) Responsibility of the railway Official-in-charge. – The railway Official-in-

charge of a motor trolley is responsible, at all times, for its safe working. While approaching a level
crossing, he shall stop the motor trolley short of the level crossing and pass it after ensuring that
the gates have been secured against road traffic.
The speed of motor Trolleys shall, on no account, exceed 15 kilometres an hour over
points and crossings.

S.R.15.25(v) Conveyance of non-railway servants. Normally persons who are not

railway servants shall not be conveyed on motor Trolleys. If the railway servant-in-charge is an
officer, he may, however, convey on his motor trolley, if it will not interfere with his duties and
responsibilities, the non-railway servants mentioned in S.R.15.22(iv), in accordance with the
procedure laid down therein.

S.R.15.25(vi) Flags or lights to be shown. – (a) A motor trolley shall show during day,
on the Single line and when Single line working is in force on the Double line, a red flag so as to be
conspicuously visible to both directions and on the Double line, a red flag, conspicuously visible in the
direction from which trains will approach. It shall carry two side lamps for use by night, fixed on it,
so

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as to show two red lights to both front and rear on the Single line and when Single line working is in
force on the Double line and two red lights in the direction from which trains will approach and two
white lights in the other direction, on the Double line. It shall also carry an efficient white headlight
for use by night.

Note: - (a) The night signals shall be shown also during day, in long and dark tunnels and at
times of poor visibility, in addition to the red flag.
Inside station limits, a motor trolley shall show, during day, a red flag conspicuously in
both directions and at night, two red lights to both front and rear.
(b) As soon as a motor trolley is removed from the line and placed clear of it, the red flag or
lights shall be removed.

S.R.15.25(vii) Provision of brakes. – A motor trolley shall not be placed on the line unless
it is fitted with efficient brakes. The railway servant-in-charge shall test the brakes and satisfy himself
that they are in working order before the commencement of each journey.

S.R.15.25(viii) Attachment to train prohibited. – A motor trolley shall not be attached to a

train.

S.R.15.25(ix) Motor trolley not in use. – Whenever a motor trolley is placed on the
platform for being loaded in a train or for any other purpose, it shall invariably be placed parallel to
the track, properly locked and in charge of a railway servant. It shall be so placed as not come in the
way of passengers and railway staff. When not in use, it shall either be placed clear of the line with the
wheels secured by a chain and padlock or shall be berthed on a non- running line with the wheels chained
to the rails and padlocked.

S.R.15.25(x)(a) A motor trolley is prohibited from working on sections worked under

Automatic Block system.

S.R.15.25(x)(b) Working of Motor Trolleys- Single line- (a) General – (i) A Motor Trolley
shall be worked under the rules for working trains. It may when necessary be removed from the line
or placed on the line in the mid-section. It may also follow a fully vacuum braked/air braked train
during day in clear weather or another Motor Trolley during day or night in clear weather.
(ii) While a motor trolley is running, there shall be at least two persons seated in front.

S.R.15.25(x)(c)(1)(i) Procedure for working under rules for working trains. – The official-in-
charge shall inform the Station Master about the block section into which the Motor Trolley will
enter and the time at which he will clear the block section. The Station Master shall then advice
the Station Master at the other end of the block section, obtain line clear and hand over the
authority to proceed to the Official-in-charge. Both the Station Masters shall at once enter in Red
Ink in the Train Signal Register the Motor Trolley No. (in the Train No. column) and other
particulars for a train. The official-in-charge is entirely responsible for clearing the block section
by the specified time.

(ii) Procedure for placing a Motor Trolley on the line outside Station limits. – The official-
in-charge shall send a memo through a messenger, in duplicate, for line

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clear to the Station Master of the nearest block station indicating therein the time required for
clearing the block section on receipt of authority to proceed by him. The Station Master shall obtain
line clear from the Station Master at the other end of the block section and hand over the authority
to proceed along with the duplicate copy of the memo to the messenger after obtaining his signature/
thumb impression in the Train Signal Register. The Official-in-charge shall place the Motor Trolley on
the line only on receipt of the authority to proceed and the duplicate copy of the memo.

(2)(i) Obeying fixed signals. – The railway servant-in-charge of a motor trolley shall observe
and obey all fixed signals. However, if the railway servant-in-charge is an officer he may, if it is day
and visibility is good, after having waited at the signal for not less than 10 minutes, at his discretion,
pass the reception signals that refer to him at “on”; in this case, he shall proceed with special caution,
be prepared to stop short of any obstruction, wrong points, etc. and stop at outermost facing points
until hand signalled into the station by the Station Master.

(ii) Motor Trolleys by virtue of their lightness cannot trail through spring loaded points and in
consequence will derail when passing over such points. If spring loaded points, exist at a station
against the path of a motor trolley (e.g., Slip siding points), the Station Master, before granting Line
Clear for the motor trolley shall advise the Station Master at the other end, to issue a Caution
Order to the motor trolley Drivers warning him of the presence of spring loaded points, duly
furnishing their location, etc.

Similarly when a motor trolley is being despatched from a station at which spring loaded
points exist against the path of the motor trolley (e.g., Catch Siding points), the Station Master of
that station shall, before despatching the motor trolley, issue a Caution Order warning him of the
presence of the spring loaded points, duly furnishing their location etc.

Whenever Caution Orders are issued, the Driver of the motor trolley shall stop short of the
spring loaded points, lift the motor trolley off the track and place it on the correct line before
proceeding further. Signals can, however, be taken “off” for the motor trolley. The official-in-charge
shall acquaint himself about the location of spring loaded points on the section while placing a motor
trolley on line.

(3) Berthing during crossing of trains, - To facilitate crossing of trains at stations, a motor
trolley may, after reception in the usual manner, be moved on to and berthed on a non- running line or
moved on to and berthed on a running line already occupied by a train. When so berthed on a non-
running line or a running line, the motor trolley shall not be counted as a crossing train for the
purpose of the number of trains permitted to cross at a station.

S.R.15.25(x)(c)(4) Break-down-of Motor Trolley. – If the Motor Trolley breaks down and
if it cannot be propelled by hand the official-in-charge shall remove it from the line at once. When a
disabled Motor Trolley is to be placed again on line the procedure mentioned in S.R.15.25(x)(c)(i)(ii)
shall be followed.

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S.R.15.25(x)(d) For working of Motor Trolley as a train and following a train or Motor
Trolley, in Single line Token section, See Para No. 4.19 of BWM - Part I.

S.R.15.25(x)(e) For working of Motor Trolley as a train and following a train or Motor
Trolley, in Single line Tokenless section, See Para No. 5.29 of BWM - Part I.

S.R.15.25(xi) For working of Motor Trolley as a train and following a train or Motor
Trolley, in Double line sections, See Para No. 6.16 of BWM - Part I.

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15.26. Protection of trolley on the line:

The qualified person in charge of a trolley shall, before leaving a station, ascertain the
whereabouts of all approaching trains and shall, when a clear view is not obtainable for an adequate
distance-

(a) on a single line, in both directions, or

(b) on a double line, in the direction from which trains may approach, take such
precautions for the protection of his trolley as may be prescribed by special instructions.

S.R.15.26(i) Protection of Trolleys and lorries in Station Yard.(1) The Official-in-

charge of the trolley is responsible for protecting the vehicle adequately as circumstances may
require.

(2) The official-in-charge of the lorry is responsible for protecting the lorry within station
yards. Men shall exhibit Stop signals at such distance on each side of the lorry as will ensure safety.
When a lorry is required to remain stationary for a period exceeding 15 minutes, it shall be
protected by banner flags and detonators suitably.

S.R.15.26(ii) Protecting the trolley outside station limits: - When a trolley is working on
Form T/1518 the official-in-charge shall protect the trolley as laid down below when the view ahead is
not clear for at least 1000 metres in the direction from which trains will approach.

(1) On the Single line, a man shall follow and a man shall precede the trolley at a distance of
not less than 1000 metres, plainly showing a Stop hand signal.

(2) On the Double line, a man shall either follow or precede the trolley at a distance of not
less than 1000 metres in the direction from which trains will approach, plainly showing a Stop hand
signal.

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(3) The men deputed to walk with Stop hand signal under clauses (1) and (2) shall be
withdrawn only when there is a clear view of the line for at least 1000 metres in the direction from
which trains may approach.

(4) The distance of 1000 metres for a man to follow or precede is the minimum and it can be
increased on heavy gradients and sharp and blind curves or wherever the view is restricted to such an
extent as will be adequate to ensure the removal of the trolley before the arrival of the train. In all
cases where the man in advance or in the rear cannot be kept in view from the trolley, sufficient
additional intermediate men with hand signals shall be posted to relay the signals.

(5) On seeing a train approaching, the man shall immediately place two detonators on the line,
10 metres apart and then wave the red flag vigorously to warn the official-in-charge of the
approaching train. The official-in-charge shall, after removing the trolley from the line, wave a green
flag to the man who shall then remove the detonators and withdraw the Stop hand signal. When a
trolley is removed from the line, the official-in-charge shall also ensure that it is so placed as not to
foul the adjacent line.

(6) On seeing a train approaching or the red flag being waved the official-in-charge shall
remove the trolley clear of the line, and keep it in such a manner that it cannot roll towards the line.

(7) The issue of Caution Orders to Loco Pilots of trains shall not in any way relieve the
official-in-charge of his duty to protect his trolley. The trolley shall be removed from the line in time
to ensure safety and so as not to cause delay to the train running on the block section.

15.27. Protection of lorry on the line-

(1) Whenever it is proposed to place a lorry, whether loaded or empty on the line, the line
shall, if it is possible to do so, without interference with the working of trains, be blocked under the rules
for working of trains.

(2) Except under approved special instructions, when the line has not been so blocked and a
lorry whether loaded or empty is placed on the line, the lorry shall be protected-

(a) On double line, by one or two men as required, at a distance of 600 metres on the Board
Gauge and 400 metres on the Metre Gauge and the Narrow Gauge, carrying a banner flag across the
track and another man plainly showing a Stop hand signal at a distance of not less than 1200 metres on
the Board Gauge and 800 metres on the metre gauge and the Narrow Gauge from the lorry in the
direction from which trains may approach, or

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(b) on single line, by one or two men as required, following and preceding the lorry at a
distance of 600 metres on the Board Gauge and 400 metres on the Metre Gauge and the Narrow Gauge,
carrying a banner flag across the track and another man plainly showing a Stop hand signal at a distance
of not less than 1200 metres on the Board Gauge and 800 metres on the Metre Gauge and the Narrow
Gauge from the lorry on either side.

(3) Each man so following or preceding the lorry at a distance of 1200 metres on the
Board Gauge and 800 metres on the Metre Gauge and the Narrow Gauge shall be provided with
detonators and place three on the line, 10 metres apart, immediately the lorry comes to a stand for the
purpose of either unloading or loading or should any train be seen approaching, and continue to display
the Stop hand signal.

(4) The man or men carrying the banner flag shall immediately fix the banner flag
across the track immediately the lorry comes to a stand or a train is seen approaching, and continue to
display the Stop hand signal.

(5) In all cases where the flagmen in advance or in rear cannot be kept in view from
the lorry, additional intermediate flagmen shall be posted to relay the signal.

(6) The Stop signal and detonators shall not be removed until the flagmen have
received the orders to withdraw them from the official-in-charge of the lorry.

Note:- The distances referred to as 800 metres and 400 metres on Metre Gauge and Narrow
Gauge under G.R.15.27 have been increased to 1000 metres and 500 metres respectively.

15.28. Lorries and Trolleys out of use:

A lorry or trolley, when not in use, shall be placed clear of the line, and the wheels thereof be
secured a chain and padlock.

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CHAPTER XVI

LEVEL CROSSINGS

16.01. Knowledge of signals: - No person shall be appointed to be a Gateman unless he has

a knowledge of signals.

S.R.16.01 The controlling official (Station Master or Permanent Way Inspector as the case
may be) shall ensure that the Gateman posted at the level crossings under their control are conversant
with the working of the particular level crossing gates, before they are put on independent duty.

16.02. Supply and care of equipment: - Every Gatemen shall-

(a) be supplied with day and night hand signals, detonators, and other prescribed
equipment, and

(b) keep such signals, detonators and other equipment in proper order and ready for use.

S.R. 16.02 (i)(a)The manning and operation of the gates of the level crossing inside the outer
most stop signals of the station are under the control of the Station Master and of the gates of the
level crossings outside the outer most stop signals are under the control of the Permanent Way
Inspector.

(b) Station Masters and Permanent Way Inspectors shall be held responsible for seeing that
all the level crossings under their control where Gatemen are posted, are provided with-

i) 2 hand signal lamps, tri-colour, provided with bright reflectors,

ii) 1 hand signal flag, green,
iii) 2 hand signal flags, red,
iv) 2 pole suitable for exhibition of red lamp or red flag
v) 2 spare chains and padlocks for locking gates,
vi) 10 detonators in a case,
vii) 1 tommy bar,
viii) 1 water pot or bucket,
ix) 1 tool list (with-columns drawn for checking of tools)
x) Gateman working on Double/Multiple line, Ghat, Suburban and Automatic Block
Territories shall be supplied with three fusees. Gateman working on single line section
shall be supplied with one fusee.

S.R.16.02(ii) The gates of level crossings shall be secured with padlocks and chains, or other
efficient authorised locking apparatus, in the “open-to road traffic” position, to prevent the
possibility of accidents due to the gates swinging towards and fouling the public road and possibly
coming into contact with passing road traffic.

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S.R.16.02(iii) The Gateman at level crossings protected by chains or by gates not interlocked
with signals shall be provided with sufficient padlocks and chains or other efficient authorised locking
apparatus for securing the chains or gates across the road for the passage of trains. Gates of level
crossings interlocked with signals, shall also be secured with padlocks and chains during failure of the
interlocking gear

The Gateman at all level crossings protected by chain/gate leaves/lifting barriers shall be
provided with emergency chains of sufficient length to suit the width of the level crossings,
padlocks and keys for securing the level crossings against road traffic during breakage/failure of
chains/gate leaves/lifting barriers.

S.R.16.02(iv)(a) The Gateman at level crossings inside and outside station limits shall see that
the equipment supplied to them is kept in good working order and is ready for immediate use.

(b) The Gateman at level crossings shall ensure that the gate lamps, and the lamps of Gate
signals, if any, are properly cleaned, lighted at sunset, put out after sunrise, and kept burning bright
continuously from sunset to sunrise and also during thick and foggy weather. In the case of lamps of
Gate signals, the Gateman shall also see that the backlights are clearly visible.

16.03. Road Traffic. –

(1) Subject to such special instructions in that behalf as are permitted by these rules, all gates
at level crossings shall be kept constantly closed and securely fastened across the thoroughfare on both
sides of the railway and shall only be opened when it is necessary and safe to open them for the passage
of road traffic.

Provided that any Railway Administration may from time-to-time issue special instructions for any
particular level crossing or class of level crossing and may by such special instructions permit the gates at
any level crossing or class of level crossing to be normally kept open to road traffic and may therein
prescribe the conditions under which gates are to be kept closed against road traffic for the passage of a
train or trains or for the purposes of any other railway operation; and all such special instructions so long
as they be not cancelled or superseded shall for the purposes only of the Railway Administration issuing
the same be deemed to be General Rules within the meaning and subject to the provision of Section 60
of the Act.

(2) If for any reasons the gates at level crossing cannot be so closed / fastened across
the thorough fares on both sides of the track, action to prevent the approaching trains, if any, from running
into the gate may be taken in accordance with stipulations laid down under General Rules 16.06.

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(3) Gatemen, where provided, shall, at all level crossings be prepared, whenever such level crossings
be open to road traffic, to show a Stop hand signal to any approaching train.

(4) Where no Gateman is specially provided for night duty at a level crossing, the gates there at shall,
subject to special instructions, be locked at night and opened only to pass road traffic in such manner as
may be prescribed by special instructions.

S.R.16.03(i) When the gates are open for road traffic, the Gateman shall have in his hand a red flag
during day and a hand signal lamp showing red during night or during thick and foggy weather.

S.R.16.03(ii)(a) Instructions for the working of the level crossings inside station limits, shall be
embodied in the Station Working Rules. If bell and/or telephone communications is provided
between a station and a level crossing (inside or outside station limits) detailed instructions
regarding their working also shall be embodied in the Station Working Rules.

S.R.16.03(ii)(b) The working rules for level crossing under the Engineering Department which are
non-interlocked and are also without bell or telephone communication shall be issued by the
Sr.D.E.N./D.E.N. The working rules for all other level crossings under the Engineering Department
shall be issued jointly by the Sr.DEN/DEN., Sr.DSTE./DSTE., and
Sr. DOM/DOM

S.R.16.03(iii)(a)(i) The Station Master/Cabin Assistant Station Master before authorizing reception
or despatch of a train or allowing a shunt movement shall satisfy himself that the Gates/Chains of the
level crossings inside the First Stop signals at his station are closed and locked/padlocked across the
road traffic for the passage of trains. The Station Master/Cabin Asst. Station Master shall ensure this
by the following procedure: -

(1) If telephone communication is provided between the level crossing and the Station/Cabin and
level crossing gate is interlocked with the signals of the Station, the Station Master/Cabin Station
Master shall advise the gateman over phone the particulars of the train, with its number, description,
direction of movement and probable arrival/departure. The Gateman shall close and secure the gate of
the level crossing across the road traffic and communicate his readiness to allow the train/shunt
movement across the level crossing over phone operating the ground lever/control, transferring of keys
through Heppers instrument or by any other means depending on the type of interlocking provided. The
Station Master/Cabin Station Master shall then authorise reception/despatch of the train.

(2) If there is no response from the Gateman, or if the telephone, fails, or if the interlocking
between the level crossing gate and the station fails, the Station Master/Cabin Station Master shall, by
deputing a competent Railway servant to the level crossing gate to ensure that the gates are closed and
secured across the road traffic and then authorise reception/despatch of the train

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(3) The Gate Working Instructions should be included in the Appendix to the Station Working
Rules, where the closure of the level crossing gate is being ensured for all trains/shunt movements and the
Gate Working Instructions should be included as an integral part of the procedure laid down in the Station
Working Rules for reception and despatch of trains and shunt movements across the level crossing.

Note: - (i) This procedure shall be followed at all level crossings provided with
phone communications and protected by Gate-cum-Distant signals
(ii) On the double line the words “inside the First stop signals” of the station will mean the
area between the First Stop signal and the Last Stop signal of the respective up/down line.

S.R.16.03(iii)(a)(ii)(1) If telephone communication is provided between the level crossing

and the Station/Cabin and the level crossing gate is not interlocked with signals of the station, the
Station Master/Cabin Asst. Station Master before authorizing a train/shunt movement across the level
crossing shall advise the Gateman about the particulars of the train with its number, description,
direction of movement and probable arrival/departure and communicate a private number to the Gateman
on duty. The Gateman on duty must acknowledge by repeating the particulars of the train, close and
secure the gates of the level crossing against road traffic and then communicate a Private Number to the
Station Master. The communication of a Private Number by the Station Master/Cabin Station Master is
an assurance that he had informed the Gateman at the level crossing about the details of the shunt
movement/movement of the train, and by the Gateman is an assurance that the gates are closed and
secured against road traffic. The Private Numbers exchanged between the Gateman and the Station
Master/Cabin Station Master must be entered in a register specially maintained for this purpose.

(2) If there is failure of telephone communication or there is no response from the

Gateman, the Station Master/Cabin Station Master on duty before authorizing any train/shunt movement
shall send a competent railway servant to the level crossing for closing and securing the same against road
traffic. This shall be ensured by the Station Master on duty by means of exchanging `all ready‟ signals
with the competent Railway servant deputed to the level crossing gate or by other approved means the
detail of which shall be incorporated in the Station Working Instructions/Rules.

S.R.16.03(iii)(a)(iii)(1) In the case of interlocked level crossing situated outside the First
Stop signal provided with telephone communication with the Station/Cabin, before granting line clear for
a Down or Up train or before despatch of an Up or Down train or before authorizing any shunt movement
across the level crossing, the Station Master/Cabin Station Master shall advise the Gateman about the
particulars of the train with its number, description, direction of movement and probable departure from
the adjacent block station or from his station. The Gateman on duty shall acknowledge by repeating the
particulars of the train. The responsibility of keeping the gate locked across the road traffic and clearing
gate signal for the safe passage of the train without delay lies with the Gateman. The Station Master/
Cabin Station Master on duty and the Gateman on duty should record the details of the train including the
time of advice in the register maintained separately for this purpose.

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(2) In the case of non-interlocked level crossing situated outside the First Stop signal provided
with phone communication with the Station/Cabin, before granting line clear for a Down or Up train or
before despatch of an Up or Down train or before authorizing any shunt movement across the level
crossing, the Station Master/Cabin Station Master shall advise the Gateman about the particulars of the
train with its number, description, direction of movement and probable departure from the adjacent block
station or from his station and communicate a Private Number to the Gateman on duty. The Gateman on
duty must acknowledge by repeating the particulars of the train, close and secure the gates of the level
crossing against road traffic and then communicate a Private Number to Station Master/Cabin Station
Master on duty. The Private Number given by the Station Master/Cabin Station Master on duty
constitutes an assurance that he had informed the Gateman at the level crossing about the movement of
the train. The Private Number given by the Gateman to the Station Master/Cabin Station Master
constitutes an assurance that he kept the gate of the level crossing closed and secured against road
traffic for the passage of the train/shunt movement. The Private Number exchanged between the Station
Master/Cabin Station Master on duty and the Gateman on duty must be entered in a "separate register
maintained for this purpose‟.

Note: - (1) Where it is necessary for the Gateman to close and secure the gate against
road traffic and then give a Private Number to Station Master/Cabin Station Master, the same
should be specified in the Station Working Rules, and in the Gate Working Rules. The responsibility
of keeping the gate locked across the road traffic for the safe passage of the train without delay
lies with the Gateman.
(2) If there is a failure of telephone communication or there is no response from the Gateman at
such level crossing, the Station Master/Cabin Station Master on duty before granting line clear for a
Down or Up train or before despatch of an Up or Down train or before authorizing a shunt movement
across the level crossing shall take action as detailed in S.R.16.03(iii)(b).

(3) In push button type Tokenless Block Territory the Station Master/Cabin Station Master of
the station which is provided with telephone communication connected to level crossing which is situated
outside the First Stop signal of the station shall normally remove the shunt key from the block instrument
and keep it in his personal custody. He shall before authorizing despatch of a train or shunt movement
across the level crossing take action as detailed in S.R.16.03(iii)(a)(iii) above. When the Station Master at
the other end who is not provided with telephone communication connected with the level crossing before
setting his block instrument to “Train Going To” position for the despatch of a train / shunt movement across
the level crossing shall inform the Station Master who is provided with telephone communication
connected with the level crossing, the particulars of the train for which the section is to be blocked and
ask him to insert the shunt key in the Hepper‟s instrument of the concerned block section. On getting the
details of the train the Station Master who is provided with telephone communication connected to the
level crossing shall first take action under para 16.03(iii)(a)(iii) and then insert the shunt key in the
concerned Hepper‟s instrument under advice to the Station Master at the other end.

(4) Where the level crossing is connected by telephone communication from the stations at either end,
the shunt key removal referred to in Note 3 need not to be done. In such cases, the Station Master shall
exchange private number directly with the Gateman before despatching a train.

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S.R.16.03(iii)(a)(iv) In the case of level crossings which should be normally closed against
the road traffic where telephone communication is not provided nor interlocked with signals, it is
responsibility of the Gateman to keep the gates always closed against road traffic, and he can open the
gate for road traffic only after personally ensuring that there is no train approaching and it is safe to do
so. Wherever level crossing gate provided with swing gate leaves which are closed against road traffic
are to be opened for road traffic, when there is no train movement and when it is safe to do so, the gate
leaf/leaves where more road traffic is waiting should be opened first and the other next.

S.R.16.03(iii)(b) In the case level crossing not protected by a gate signal situated outside
station limits and provided with bell and/or telephone communication-

(1) Whenever the Gateman‟s acknowledgment is not received, the Station Master
shall take the following precautions: -
(i) In the case of the train due to enter the block section from his station, he shall issue a
Caution Order to the Loco Pilot, run through trains being stopped out of course for the purpose;
(ii) In the case of a train due to enter the block section from the station at the other
end, he shall, before giving Line Clear for the train, advise the Station Master of that station of
the fact and obtain his acknowledgment and the latter shall issue a Caution Order to the Loco
Pilot, run through trains being stopped out of course for the purpose.

S.R.16.03(iii)(b)(2)(i) Whenever a Loco Pilot receives a caution order that the Gateman's
acknowledgment has not been received, he must approach the gate with caution whistling as
frequently as possible, Should he find the gateman waving signal for his train to proceed, he may do
so cautiously. Should however the Loco Pilot not find the gateman the procedure laid down in S.R.
3.73 must be followed.

(ii) When the gateman is absent and the gate is padlocked in the “open-to-road traffic”
position, the Guard and Loco Pilot shall act with caution to pass level crossing ensuring that the level
crossing is clear and the road traffic is warned.

(iii) In the case of level crossing outside station limits provided with bell and/or telephone
communication and protected by a Gate signal, whenever the Gateman‟s acknowledgment is not
received, trains need not be stopped out of course for the issue of Caution Order.

S.R.16.03(iii)(c)In the case of level crossings (inside and outside station limits) provided
with bell communication, the descriptive beats for warning the Gateman of the approach of Up and
Down trains and the beats for canceling the warning signal shall be stipulated for in the Station Working
Rules and the Gate Working Rules exhibited at the gate lodge. The acknowledgment by the Gateman of
the above beats shall be by repeating the same number of beats.

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S.R.16.03(iii)(d) Where gates which normally close across the railway line are provided
double leaves, the leaves which do not carry the gate lamps shall be closed across the public road
before those carrying the gate lamps. Where gates which do not normally close across the railway
line (i.e., normally open away from the railway line for the passage of road traffic), be closed across
the public road before the leaves which do not carry the gate lamps.

S.R.16.03(iv)(a)Train shall, as far as possible, be stopped clear of level crossings. Whenever

trains can be stopped clear of level crossings, the Guard shall, before giving the Loco Pilot the signal
to stop, ensure that the last vehicle has passed clear of the level crossing by two vehicles length.
After the last vehicle has cleared the level crossing by two vehicles length, the gates (or chains)
shall, if it is safe to do so be opened for the passage of road traffic.

(b)After the train has been brought to a stand clear of the level crossing, the Loco Pilo t
shall not, on any account, back his train, unless the Guard personally instructs him to do so and the
Guard shall not give such instructions unless he has assured himself that the gates or chains have
been secured across the public road on both sides of the railway and that the line is clear for the
backward movement.

16.04. Gateman to observe passing trains:-

Except where otherwise prescribed under special instructions, the Gateman shall observe all
passing trains and be prepared to take such action as may be necessary to ensure safety of trains.

S.R.16.04(i) The Gateman at all level crossing gates should stand attentively at the gate
lodge side, facing the track with furled red and green flags during day in right and left hands
respectively and at night hold the hand signal lamps with the white light pointing towards him. He
shall watch all passing trains to see any unusual condition like hot axle, chain hanging, any vehicle/
wagon on fire, load shifted etc. and take prompt action to warn the Loco Pilot and Guard of the train
by showing a danger signal. The Loco Pilots and the Guards should be on the lookout for such danger
signals.

16.05. Channel for flange of wheels:- The Gateman shall see that the channel for the flange
of the wheels is kept clear.

16.06. Defects at level crossings:-

If any gate or the fastenings thereof, or any fixed signal pertaining to the gate becomes out of
order, the Gateman shall
(a) take action to close the gates, if possible, against the road traffic.
(b) After closing the gates, hand signal the train movements past the level crossing

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(c) If the gates cannot be so closed put the banner flag or level crossing flag in such
manner as to warn the approaching train to stop short of the gate and there after hand signal the train.

(d) Report the fact to his superior or the nearest Gangmate.

S.R.16.06(i) Reception and Despatch signals, interlocked with level crossing gates shall be
passedcby the Loco Pilot, when they are “ON” or defective in accordance with the provisions of Rules
3.69 to 3.71.

S.R.16.06(ii) If the Gateman at a level crossing, outside station limits, becomes aware
that his gate Stop signal has become defective, -

(a) he shall take measures, either by disconnecting the wire or by other means, to place the
signal at “ON”, if it is not already in that position and light the signal at night except when red
roundels are cracked or broken.

Note: Once the signal has been treated as defective, it shall not, on any account be taken
“off” for any train until it is restored to good working order by the official responsible for the
upkeep of the signal.

(b) On hearing a train approaching, the Gateman shall after ensuring that the gates are
closed and locked across the road traffic and that there is no obstruction on the track as far as
he can see, give “proceed-with-caution” hand signal to the Loco Pilot from the level crossing or
from the place where his hand signal can be seen by the Loco Pilot in cases of gate Stop signals
with `G‟ markers. If there is no `G‟ marker on the Gate Stop signal, he shall proceed to the
gate Stop signal and after the train has come to a stop, report the matter verbally to the Loco
Pilot and pilot the train past the signal at “on” riding on the foot-plate of the engine. The
Loco Pilot shall then restart and proceed very cautiously until the level crossing is passed. He
shall stop the train again to enable the Gateman to get down and then proceed onwards. The Loco
Pilot shall advise the Station Master of the block station ahead in writing, of the defective Gate
Stop signal by stopping the train, even if booked to run through. The Station Master
shall at once advise by telephone, the officials who are responsible for the upkeep of the
signal as also the Station Master of the block station at the other end, and notice stations who shall
issue Caution Orders to trains entering the block section from either end in accordance with Rule
4.09, until they are advised that the signal has been rectified.

c) Loco Pilots of subsequent trains to whom Caution Orders are issued shall also stop their
trains at the defective Gate Stop signal and pass the level crossing as detailed in Rule 3.73, but they
need not stop at the block station ahead to notify the Station Master, if booked to run through.

S.R.16.06(iii)(a)Gateman at level crossings inside station limits, shall report any defect in
the gates or the apparatus pertaining to them to the Station Master. Gateman at level crossings,
outside station limits, shall report defects to the nearest Station Master, Gangmate or Permanent
Way Inspector.

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(b) On receipt of such report, the Station Master shall immediately advise the engineering
and other officials concerned. If the condition of the level crossing gate necessitates the issue of
Caution Orders to Loco Pilots, the Station Masters on either side shall arrange for the issue of
Caution Orders in accordance with Rule 4.09.

16.07. Obstructions at level crossings. –

Every Gateman, on noticing any obstruction on the line, shall at once remove it or, if
unable to do so, shall-

(a) take action to ensure that the fixed signals, if any, protecting the gate are kept at “on”,

(b) show Stop hand signal and do his best to stop approaching trains, and

(c) shall protect the obstruction as per Rule 3.62.

S.R.16.07(i)In addition to taking action under Rule 16.07, the Gateman at a level crossing
inside station limits shall immediately report the matter to the Station Master for necessary action
and the Gateman outside station limits shall follow the rules given in the Working Rules for the level
crossing

16.08. Parting of a train:-

If a Gateman notices that a train has parted, he shall not show a Stop hand signal to the Loco
Pilot, but shall endeavour to attract the attention of the Loco Pilot and the Guard by shouting,
gesticulating or the means.

S.R.16.08(i)At all manned level crossing the Gateman shall stand facing the track on
the gate- lodge side of the approaching train and be prepared to repeat any signal which the Guard
may have occasion to give to the Loco Pilot. He must look out for the “Last Vehicle Board or Tail
lamp” as the case may be. If he notices that the train has parted, he must try to draw the Loco
Pilot‟s attention by shouting that the train has parted at the same time, by day, putting both his
hands together above his head and separating them quickly and by night, by waving a white light
slowly up and down vertically as high and as low as possible; he must not show any other signal or a
danger signal to the Loco Pilot. Whether the parting was noticed by him or his attention has been
drawn to it by the Loco Pilot of the train, he must, if time permits, also place on the line 3
detonators about 10 metres apart and try to stop the rear portion by attracting the attention of
the Guard by shouting to stop this portion and showing a danger hand signal.

Note: - See S.R.4.42 (ii) (v) (b).

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16.09. Trespassing. - Every Gateman shall, as far as possible, prevent any trespassing by
persons or cattle.

16.10. Transfer of charge of gate. - Except in accordance with special instructions, no Gateman
shall leave his gate unless another Gateman has taken charge of it.

S.R.16.10(i)At level crossing where only one Gateman is on duty, the Gateman shall not
leave his level crossing without securing the gates or chains against road traffic or until another
competent railway servant has been placed in charge by the Station Master in the case of level
crossings inside station limits or Gangmate in the case of level crossings outside station limits.

16.11. Height gauges. –

(1) Adequate arrangements shall be made to erect height gauges on either side of the overhead
equipment or other equipment at every level crossing so as to ensure that all vehicles and moving
structures passing under the height gauge also pass under the overhead equipment or other equipment
with adequate clearance.

(2) The adequate clearance referred to in sub-rule(1) shall be sanctioned under approved special
instructions.

(3) Vehicles and moving structures, which cannot pass under the height gauge without striking or
touching it, shall not be permitted to pass the overhead equipment or other equipment except in
accordance with special instructions.

S.R.16.11(i)The clearance of the height gauges at level crossings in the electrified section shall be
maintained at 4.67 metres from road level.

(ii) Whenever over dimensional consignments are to be passed through level crossings in the
electrified section, it shall be done with the specific approval of the Sr.D.E.E (TR.D)/D.E.E.(TR.D)/
D.E.E duly observing all safety precautions with respect to electrical clearance.

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CHAPTER XVII

WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS

17.01 Applicability of General Rules:- All rules referring to the working of trains shall also
apply to electrified sections except as otherwise provided in the rules contained in this chapter.

17.02 Special definitions applicable to this Chapter:- In these rules, unless the context
otherwise requires:-

(1) “Electrical way and works” means the traction installations including overhead equipment
and other connected works provided on the electrified sections of the railway;

(2) “Feeding post” means a supply control post, where the incoming feeder lines from grid
sub-station are terminated;

(3) “Neutral section” means a short section of insulated and dead overhead equipment which
separates the areas fed by adjacent sub-stations or feeding posts;
(4) “Power Block” means blocking of a section of line to electric traffic only;

(5) “Supply control post” means an assembly of interrupters, isolator switches, remote control
equipment and other apparatus provided for controlling power supply to overhead equipment. It
includes feeding posts, sectioning and paralleling posts, sub-sectioning and paralleling posts and sub-
sectioning posts;
(6) “Tower wagon” means a self-propelled vehicle which is used for the maintenance and
repairs of overhead equipment;
(7) “Traction Power Controller” means a competent railway servant who may for the time
being be responsible for the control of power supply on the traction distribution system.

Note: -

(1) “Traction distribution official” means an authorised official of the overhead equipment
and/or power supply installation.
(2) “Traffic Block” means line block
(3) “Authority-to-work” means an authority to work on overhead equipment given
by a Traction distribution official who has obtained Power Block from Traction Power
Controller, to another Traction distribution official.
(4) “Power Block” as defined in G.R.17.02(4) is usually accomplished by switching off
power to the section concerned.
(5) “Supply control post” as defined in G.R.17.02(5) is also referred to as
“Switching station”.
(6) “Traction Power Controller” as defined in G.R. 17.02(7) is abbreviated as “TPC”
(7) “Traction Loco Controller” means a competent railway official who is responsible
for booking of electric locomotives and running staff to meet the requirements of traffic
and maintenance. It is abbreviated as “TLC”

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WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS

S.R.17.02 (i) Unwired track. – To distinguish unwired tracks taking “off” from wired
tracks,Caution Boards as per figure 1 shall be provided at the first overhead equipment mast ahead of the
point of take off. The driving crew of electric locos/Electric Multiple Units shall be alert and stop short in
case they are erroneously signalled on to unwired track.

S.R.17.02(ii) Electric traction limits – For tracks which are not equipped with overhead
equipment i.e., unwired track, a special board shall be provided as per figure 2 ahead of the point of entry
to the track. These should not be closer to the point than the overhead equipment structure ahead of it. No
electric locomotive/Electric Multiple Unit shall normally be admitted into an unwired track. Any special
movement of electric rolling stock on unwired track shall be done under competent written authority as
provided for in Station Working Rules and such movement shall take place only with pantographs lowered
and locked. In certain lines, partial wiring is provided for a portion of the length of the line. When entering
such partial lines, the Loco Pilot of the electric locomotive/Electric Multiple Unit shall ensure that his
locomotive/Electric Multiple Unit is stopped within the run of the overhead equipment well ahead of its end.

S.R.17.02(iii) Overhead equipment power failure:-

(a) In the event of failure of overhead equipment power supply the TPC shall advise
Controller that emergency feeding arrangement are being introduced, mentioning the selected stations on
either side of the affected section as also the structure numbers at which Loco Pilots shall have to lower
and raise pantographs. The TLC and Controller shall repeat this information to all loco sheds and Notice
stations.

(b) The selected stations on either side of the affected section shall fulfill the following
conditions:-

(i) They shall be situated at a distance sufficiently away from the feeding post overlap to
enable the Loco Pilot to attain sufficient speed to negotiate, without stalling, the “lower” and “raise” panto
zone at the feeding post overlap.

(ii) They should have been provided with signals which can be manually controlled by the Station
Masters. The Divisional Electrical Engineer/Traction Distribution shall nominate the selected stations for
every feeding post overlap and inform all concerned.

(c) The Controller shall also inform these two selected stations with exchange of Private
Numbers to stop all trains immediately, instructing that, when permission is granted to resume traffic, all
Loco Pilots entering the affected sections should be issued with Caution Orders to “lower” and “raise”
pantographs at the specified structure numbers.

(d) After this has been done, Controller shall inform the TPC that the Station Masters
concerned have been instructed to issue Caution Orders. The TPC shall then take steps to introduce
emergency feed and advise Controller with exchange of Private Numbers that traffic can be resumed.

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(e) During the period when emergency feed is arranged, the TPC shall inform the
Controller of the likelihood of abnormal voltage drop, if any, and Controller shall regulate the traffic
suitably in consultation with TPC.

S.R.17.02(iv) Programmed Power Block- A weekly programme of Power Blocks for

overhead equipment maintenance purposes shall be formulated by the Divisional Electrical Engineer/
Traction Distribution in consultation with the Divisional Operations Manager. The Divisional Electrical
Engineer/Traction Distribution shall circulate this weekly programme to all concerned furnishing full
particulars. The concerned overhead equipment official shall request the TPC for Power Block in
accordance with the weekly programme furnishing the following particulars: -

(a) The section and location at which the work will be undertaken;
(b) The nature of work proposed to be done; and
(c) The time and the probable duration of the Power Block.

The TPC shall request Controller for the proposed programmed Power Block in Form ETR.1.
After having ensured that there is no train in the concerned section, Controller shall inform the
Station Masters at either end, with exchange of Private Numbers, that Power Block is being imposed,
furnishing the duration of Power Block; the elementary section/sections in which the Power Block is
being imposed; and the kilometrage at which the work is being undertaken. The Station Masters
concerned shall immediately take protective measures in accordance with the Station Working Rules.
The Controller shall then inform the TPC that Power Block may be imposed with due exchange of
message in Form ETR.1. The TPC shall then switch off power to the section concerned and grant the
Power Block to the authorised overhead equipment official in Form ETR.2. During the period of Power
Block, steam/diesel locomotives may be permitted to enter the section provided that Caution Orders
are issued to the Loco Pilots at Notice station/stations concerned that overhead equipment staff are
working on line, furnishing the specified kilometrage, and also indicating that the driving crew shall
exercise caution when passing over that section and obey all signals at the place of work. After
completion of the work, the authorised overhead equipment officials shall ensure that everything is in
order, remove the temporary earths and then inform the TPC of cancellation of the Power Block in
Form ETR 2. The TPC shall then energise the section and inform Controller of cancellation of Power
Block in Form ETR. 1, who shall, in turn, inform the Station Masters concerned with exchange of
Private Numbers. The TPC shall also inform the concerned overhead equipment official that the
section has been energized and this official shall remain at the work-spot until this confirmation has
been received.

S.R.17.02(v) Emergency Power Block. – On receipt of first information of any unusual occurrence on
overhead equipment or accident, the TPC shall

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depending upon the merits of the case, immediately arrange to switch off power to the affected
section. The TPC shall advise Controller who shall also immediately, in turn, advise the Station
Masters concerned with exchange of Private Numbers to take protective measures as per Station
Working Rules. An overhead equipment official of rank not less than that of a skilled artisan shall
first inspect the actual site of unusual occurrences or accident and then request the TPC for an
emergency Power Block, furnishing the following particulars: -

(a) The nature of defect;

(b) The section and location at which the work has to be done;
(c) The nature of work that has to be done;
(d) The probable duration of the work; and
(e) Whether trains, other than those hauled by electric locomotive can be
permitted to enter into the section.

In case the TPC has already switched “off” power, emergency Power Block shall be granted
immediately to the overhead equipment official concerned in Form ETR 2. In case the TPC has not
switched off power, emergency Power Block shall be granted in Form ETR. 2, only after the
procedure as laid down in S.R.17.02(iv) has been complied with except that the TPC shall not wait for
the clearance of all trains from the affected section prior to granting of the emergency Power Block.
Under conditions of emergency Power Block, Controller/Station Master concerned shall not permit
movement of non-electric trains except with the prior concurrence of the TPC. Such concurrence
shall be recorded both at the Control office and in the TPC Log Book.

If the nature of incident is such that no trains can be run in the affected section, the TPC
shall also arrange for a Traffic Block in accordance with S.R.17.09 (iv). If trains other than
electrically hauled trains can be run, the procedure for running of these trains shall be in accordance
with S.R.17.02 (iv). After the work has been completed, the emergency Power Block shall be
cancelled by the TPC in accordance with the procedure for cancelling programmed Power Block as laid
down in S.R.17.02 (iv).

S.R.17.02 (vi) Communication between overhead equipment Official and TPC during Power Block. –
The overhead equipment official requesting for Power Block from the TPC shall ensure that a railway
servant is specifically deputed with telephone to be in constant contact with the TPC from the time that
such a request has been made till confirmation of re- energisation is received from the TPC.

S.R.17.02 (vii) Emergency Power Block for Loco Pilots of Electric Loco. – The Loco Pilot
of an electric loco shall obtain emergency Power Block from TPC for the purpose of inspecting and
securing, if necessary, roof equipment, including pantograph. On receipt of request from the Loco
Pilot for emergency Power Block, the TPC shall immediately arrange to cut off supply to the affected
section, informing simultaneously Controller of the concerned section in Form ETR. 1. The Controller,
in turn, shall inform the Station Masters concerned to take

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protective measures in accordance with the Station Working Rules. After TPC has assured himself
that this information has been transmitted by due exchange of Private Numbers with Controller
concerned, he shall grant emergency Power Block to the Loco Pilot exchanging Private Numbers with
him. After the Loco Pilot has completed his work, he shall ensure that everything is in order, remove
the temporary earths and then issue a message to the TPC supported by a Private Number to
energise the line. The TPC shall then energise the concerned section and inform the Loco Pilot and
Controller in Form ETR.1. The Controller shall inform the Station Master concerned with exchange of
Private Numbers that the emergency Power Block has been cancelled.

S.R.17.02 (viii) Local Power Block-Power supply for sidings which do not affect
movement of trains on the main line/loop lines shall be isolated manually by the authorized overhead
equipment official when required after informing the TPC that such a shut-down is being effected
and after exchange of Form ETR 4 between the authorized overhead equipment official and the
Station Master/cabin Station Master/Engine Turner/Yard Master/Shunter concerned. Necessary
precautions as laid down in the Station Working Rules shall be followed during the period of local
power Block. After the work has been completed, the overhead equipment official shall re-energise
the line and inform the Station Master/Cabin Station Master/Engine Turner/Yard Master/Shunter
concerned in form ETR.4. The overhead equipment official shall also inform the TPC that the work
has been completed and the line re-energised.

S.R.17.02 (ix) Intimation by TPC to overhead equipment officials regarding adjacent

Power Blocks.- Whenever Power Blocks of any type are issued by TPC in Form ETR.2 to the authorized
overhead equipment official, he shall clearly indicate therein full particulars of Power Block/Blocks which
has/have been granted/are likely to be granted as also the names of the overhead equipment officials to
whom such Power Blocks have been granted/are likely to be granted in the adjacent sections. If no Power
Blocks has been granted/is likely to be granted in the adjacent sections, this shall be specifically
mentioned in Form ETR.2.

S.R.17.02 (x) Cancellation of Power Blocks-When more than one section is under Power
block at any time, the TPC shall energise each section only when the authorized overhead equipment
official concerned who has taken the Power Block for that section cancels his Power Block in Form
ETR 2.

S.R.17.02 (xi) Cancellation of simultaneous Power Blocks in adjacent sections when

all communications have failed.- When all means of communications with the TPC have failed and when
Power Blocks are required to be cancelled, the senior most overhead equipment official, to whom the
Power Block was issued, shall take steps to locally arrange for restoration of normal (live) conditions
on the portion of the traction equipment specified in Form ETR 2. He shall then proceed to the next
section and after exchanging messages with the overhead equipment official in charge of the next
section that all men and material have been removed and everything is all right, he shall take steps to
locally restore normal (live) conditions on that section also. After all sections have been energized,
the senior most overhead equipment official

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shall advise in writing the Station Masters concerned that all Power Blocks have been cancelled. The
senior most overhead equipment official shall be solely responsible for local energisation and
cancellation of simultaneous Power Blocks in adjacent sections when all means of communications with
the TPC have failed.

S.R 17.02(xii) Maintenance of Power Block registers by Station Masters-Each station shall
be provided with a separate “Power Block” register. All messages relating to the imposition/
cancellation of any type of power Block shall be entered in red ink by the Station Master concerned
in this register furnishing full particulars of time, Private Numbers etc.

S.R.17.02(xiii) Maintenance and issue of keys of isolator switches and switching posts by
stationMasters.-Duplicate keys for all isolator switches and switching posts shall be kept in separate
locked glass fronted boxes in the custody of station Master/Cabin Assistant Station Master or any
other authorized person stationed conveniently near the switches/switching posts. These keys shall
be issued on demand in emergencies only to the authorized overhead equipment officials, whose
signatures for the receipt of such keys shall be obtained in separate books maintained for the
purpose. These keys thus taken by the overhead equipment official shall be returned to the station
staff after the work has been completed, necessary entries to the effect being made in the
relevant registers. The Station Master shall hand over duplicate keys of the isolator switches and
switching posts to the authorized overhead equipment officials only after obtaining permission from
the TPC. A list of authorized overhead equipment officials who can withdraw the duplicate keys from
the Station Master should be displayed at each station. This list should be duly singed by an officer
of the traction distribution department.

S.R.17.02(xiv) Operation of Isolator switches by Station Master / Pointsman.-In case of

emergencies, Station Master/Cabin Station Master / Pointsman shall operate such isolator switches,
as may be necessary, under the specific instructions of the TPC after exchange of Private Numbers.
Incase Pointsman is required to operate Isolator switches, the SM under the specific instructions of
the TPC after exchange of Private Numbers shall hand over the key to the Pointsman for operation
of the same. A record of each such operation carried out shall be maintained by the TPC as well as
by the Station Master/Cabin Station Master / Pointsman in the Power Block register.
(C.M. No. 03/2019 dated 19.06.2019)

S.R.17.02(xv) Multiple Traction Distribution working parties in the same section.-Whenever

more than one traction distribution official requests the TPC for Power Block in the same section,
the TPC shall grant the Power Block to only one official in Form ETR.2. The traction distribution
official selected by TPC for the grant of Power Block shall be the one who has requested for the
Power Block for the longest duration. The TPC shall advise this traction distribution official the
names and particulars of other traction distribution officials who have also requested for Power
Block in the same section. The TPC shall also inform the other traction distribution officials
concerned who have asked for Power Block the same and full particulars of the traction distribution
official, to whom he proposes to grant the Power Block. The traction distribution official to whom
the Power Block has been granted by the TPC shall exchange Private Numbers with the other
traction distribution officials concerned grant them individual “Authority-to-work” by messages
supported by Private Numbers, duly advising the time by which the Power

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Block is proposed to be cancelled. This traction distribution official shall inform the TPC full
particulars of the “Authority to-work” granted by him in the same section, in Form ETR.2. Each
traction distribution official who has been given “Authority-to work” shall be responsible for making
his own earthing arrangements and taking all other precautions necessary. After each traction
distribution official has completed his work, he shall remove the temporary earths, ensure that
everything is in order and then only shall he cancel the “Authority-to-work” to the traction
distribution official to whom the Power Block was granted with exchange of Private Numbers. The
traction distribution official to whom the Power Block, was granted shall cancel the Power Block only
after having ensured that all other traction distribution officials have completed their work.

17.03 Inspection of electrical way and works:-

The electrical way and works shall be inspected regularly in accordance with special instructions
by officials nominated for the purpose and in accordance with the duties assigned to them.

S.R 17.03(i) Periodic inspection of overhead equipment:- The overhead equipment shall be
regularly inspected by staff during foot patrol. The frequency of patrolling shall be so arranged as
to cover the entire suburban section every day and the entire non-suburban section twice a week.
The persons in-charge of each group or gang of foot patrol on duty shall be not below the rank of a
skilled artisan.

S.R 17.03(ii) Equipment to be carried by the Linesman on patrolling duty:-A Linesman on

patrolling duty shall carry with him the following equipment:-

(a) One Red and one Green hand signal flag;

(b) A box containing 10 detonators;
(c) A set of spanners; and
(d) A portable telephone.

S.R.17.03. (iii) Periodic Testing of Emergency telephone Sockets:- The emergency

telephone sockets shall be tested by the patrolling Linesman every week. A record of such testing
shall be maintained by the TPC in a separate register for this purpose.

S.R.17.03(iv) Periodic Maintenance Schedules of the overhead equipment:- Periodic

maintenance schedules of the overhead equipment such as POH; IOH; PM (Periodical measurements);
CG (contact wire greasing); PMW (preventive maintenance work); RTW (re-tensioning work); Pre-
monsoon precautions; TWI (tower wagon inspection) shall be carried out by traction distribution
staff strictly in accordance with the schedules and periodicity laid down by special instructions. A
weekly programme of Power Blocks referred to in S.R.17.02(iv) shall be prepared to comply with the
above schedules and Power Blocks shall be granted in order to ensure that these schedules are
carried out in time.

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17.04 “Permit-to-work” on electrical equipment:-

If work is to be carried out adjacent to the electrical equipment or any other part thereof by other
than the competent railway servant, such work shall be done only when and for such time as the person-
in-charge of the work has obtained a written permit-to-work, duly signed and given by the railway servant
authorized for the purpose by special instructions. He, in turn, shall issue the same only with the
knowledge of the Traction Power Controller.

S.R. 17.04 (i) Works requiring “Permit-to-work” Form ETR-3.- No. work shall be done by the
railway staff within a distance of two metres from the live parts of the overhead, equipment, or on
service buildings and structures in close proximity of 25 KV. AC traction overhead equipment without
a “Permit-to work” form ETR-3 issued by a competent traction distribution official.

(ii) Procedure for grant of “Permit-to-work” Form ETR-3: The concerned department official
of rank not less than an Assistant Inspector shall request the concerned traction distribution
official of rank not less than that of a Charge man for the issue of a written “permit-to-work” in
Form ETR-3 as per the weekly programme. The concerned traction distribution official shall request
the TPC for Power Block and the TPC shall grant this Power Block in Form ETR-2 to the concerned
traction distribution official after the procedure laid down in S.R.17.02(iv) has been complied with.
After the concerned traction distribution official has obtained the Power Block in Form ETR-2 he
shall earth the electrical equipment specified and then hand over “permit- to-work” form ETR-3 to
the person in-charge of the work getting his acknowledgment on the other copy. This traction
distribution official or his nominated representative shall be present at the work-spot throughout.
On completion of the work and when all men and materials have been withdrawn from the vicinity of
the electrical equipment, the person in-charge of the working party shall cancel his “permit-to-work”
form and return it to the authorized traction distribution official who issued it. The concerned
traction distribution official shall then cancel the Power Block in Form ETR-2 in accordance with the
procedure laid down in S.R.17.02(iv).

(iii) Simultaneous “Permit-to-work” forms issued by the same traction distribution

official. in case the traction distribution official has issued more than one “Permit-to- work” form,
he shall ensure that all “Permit-to-work” forms have been returned to him before taking action to
cancel the Power Block

17.05 Warning to staff and public:-

(1) All electrical equipment shall be regarded as being live, at all times and consequently
dangerous to human life, save and except in cases, where the electrical equipment has been specially
made dead in accordance with special

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instructions. Caution notices shall be prominently fixed near all vulnerable places to warn staff and public
to exercise due caution.

(2) No person shall climb on the top of engines or tenders or on the roofs of carriages or wagons
when those vehicles are located beneath overhead equipment except when the overhead equipment is
dead and earthed in accordance with special instructions.

S.R. 17.05 (i) Electric shock treatment charts.- The traction distribution department shall
ensure that painted boards in English and in the regional languages containing instructions regarding
treatment of persons in the event of electric shock are exhibited in every overhead equipment
maintenance depot, equipment room, switching station, tower wagon shed, loco shed, tower wagon and
wiring trains as also in stations, cabins, yards and depots.

S.R.17.05(ii) Steam locomotives under overhead equipment.-No steam locomotive shall be left
standing with the chimney under an overhead equipment insulator. Stabling of steam locomotives with
chimneys under traction structures is prohibited. Continuous blowing of safety valves, sudden opening
of blowers and priming of the exhaust steam shall be strictly avoided to prevent flash-over of
insulators.

S.R. 17.05 (iii) Care while firing/spraying coal.-Special care shall be taken while firing coal or
raking fire to ensure that the tools do not get within the danger zone of the overhead equipment.
Spraying of coal with water under overhead lines is prohibited.

S.R.17.05 (iv) Height of coal in steam locomotive tenders.- The height of coal loaded in steam
locomotive tenders shall not be more than 4.30 metres above rail level on Broad Gauge and 3.70
metres above rail level on Metre Gauge.

17.06. Alterations to track:-

Before any alteration to alignment or level of electrified tracks is commenced, due notice shall be
given to those responsible for the overhead equipment so that the overhead equipment may be adjusted
to conform to the new conditions.

S.R.17.06(i)Electrical clearances between track and overhead equipment structures/contact

wires.-Each overhead equipment mast shall be painted with a horizontal black line indicating rail level on
the mast. In addition, the distance from center of track to the face the most shall also be painted on
each overhead equipment mast. No variation above 30 mm in setting distance and 20 mm in rail level from
that stipulated on the overhead equipment mast shall be permitted. No major track work like pulling back
creep, renewal of rails, realignment of track and raising/lowering of track shall be undertaken by
Permanent Way staff without written permission of the Assistant Electrical Engineer/traction
distribution and without the presence of a traction distribution official of rank not less that of a skilled
artisan.

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S.R. 17.06 (ii) Electrical continuity of earth and return currents.-During maintenance or
renewal of track, continuity of rails serving electrified tracks shall have to be maintained for
bridging gaps which may be caused during removal of fish plates or rails, defective broken rail bonds
etc. Temporary metallic jumpers of approved design shall be provided by the Permanent Way staff.
Bonds connecting structures to track, bonds connected to earth pits adjacent to structures and
return conductor connections from the mid point of booster transformer pairs to rail return feeder
connections from feeding posts to rail; rail bonds and cross-bonds shall, on no account, be disturbed,
damaged or interfered with by permanent Way staff. Any alteration necessary shall be done by
traction distribution staff.

S.R. 17.06 (iii) Maintenance of minimum adequate distance.- Whenever any excavation
work is required to be done by any branch, traction distribution officials shall be advised in order to
ensure that the minimum adequate distance between underground cables/structures and masts/live
equipment is maintained.

S.R. 17.06 (iv) Minimum distance for working in the vicinity of 25 KV .AC live equipment.-
While working in the vicinity of 25 K V. AC live equipment, the person working shall ensure that he/
his equipment shall always remain at a distance greater than two metres from the live equipment.

17.07 Tripping of circuit breakers of locomotives and electrical multiple units at neutral
section:-

Unless otherwise allowed by special instructions, the Loco Pilot of the locomotive or electrical
multiple unit shall coast through the neutral section, duly switching off power. Necessary indication
boards to this effect shall be provided to guide the Loco Pilot to switch off and switch on power.

S.R. 17.07 (i) Warning boards for neutral sections.- Warning boards as per figures 4 and 5
shall be fixed at a distance of 500 metres and 250 metres respectively ahead of the neutral section.
Similarly, the points at which power shall be switched OFF and ON shall be indicated by boards as per
figures 6 and 7. No Loco Pilot shall pass the neutral section between warning boards 6 and 7 with power
ON. In order to negotiate the neutral section without stalling, the Loco Pilot shall approach the neutral
section at a speed of not less than 30 Kmph. Assistant Loco Pilots of locomotives shall call out all
permanent display boards in the section and this shall be repeated by Loco Pilots in the same manner in
which Assistant Loco Pilots call out and Loco Pilots repeat the aspect of signals controlling the
movement of trains.

S.R. 17.07 (ii) Warning boards for temporary neutral sections.- Due to speed restrictions
of less than 30 Kmph being imposed within one kilometre on either side of the neutral section,
emergency feeding arrangements in case of sub-station failures, etc., it may be necessary to provide a
temporary neutral section to negotiate which the Loco Pilots would have to lower and raise pantographs
while passing the temporary neutral section, Boards as per figures 4 and 5 shall be fixed at a distance
of 500 metres and 250 metres respectively ahead of the temporary neutral section.

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Similarly, the points at which the pantographs would have to be lowered and raised shall be
indicated by boards as per figures 8 and 9. Warning boards shall be provided only if temporary
neutral section working is to be continued for a duration in excess of 24 hours. All Loco Pilots shall
be given Caution Orders at Notice station/stations concerned indicating the location at which he
would have to lower and raise pantographs. In order to enable the train to negotiate the temporary
neutral sections, without stalling, the Loco Pilot shall approach the temporary neutral section at a
speed of not less than 30 Kmph.

S.R.17.07 (iii) Programmed speed restrictions at neutral sections.- Whenever speed

restrictions of less than 30 Kmph. are required to be imposed within one kilometre on either side of
the neutral section for programmed works, such speed restrictions shall not be imposed until the
Divisional Engineer has arranged with Divisional Electrical engineer/Traction Distribution for
temporary energisation of the neutral section. After the neutral section has been temporarily
energized by the traction distribution staff and temporary neutral section provided with necessary
warning boards, the traction distribution staff shall authorize the Station Master/Controller to
permit movement of electric trains/Electric Multiple Unit stock into the section after due exchange
of Private Numbers also informing the TPC that the neutral section has been jumpered and
temporary neutral section provided specifying the location. No electric train/Electric Multiple Unit
stock shall be permitted to enter into the section with speed restriction of less than 30 Kmph unless
the Station Master/Controller has received this authorization from the traction distribution staff.
Under such conditions, Loco Pilots of all electric trains/Electric Multiple Unit stock shall be issued
with Caution Orders at Notice station/stations concerned permitting them to pass the
neutral section “on power” and also indicating to them location of the temporary neutral section
where they would have to lower and raise pantographs.

S.R.17.07(iv) Emergency speed restrictions at neutral sections.- whenever emergency

speed restrictions of less than 30 Kmph. are required to be enforced within one kilometer on either
side of the neutral section, the Permanent Way staff shall immediately arrange to protect the
affected section on either side and take all steps to bring to a halt any train ahead of the neutral
section. The Permanent Way Inspector shall also inform the nearest Station Master regarding
imposition of speed restriction. This Station Master shall inform the Station Master at the other
end of the neutral section as also Controller and the TPC. The controller and Station Master at
either end of the neutral section shall not permit the entry of any electric train/Electric Multiple
Unit stock into the section until advice has been received from the TPC. The TPC shall make
immediate arrangements for energizing the neutral section and for the provision of a temporary
neutral section. After this has been completed, movement of electric trains/Electric Multiple Unit
stock shall be permitted in Accordance with S.R. 17.07(iii). The traction distribution official who has
jumpered the neutral section shall issue a Caution Order to the Loco Pilot of the train which may
have been stopped ahead of the neutral section, advising him that he can pass the neutral section “on
power” and also informing him, if necessary, of the locations at which he would have to lower and raise
pantographs at the temporary neutral section.

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17.08 Tower Wagon:-

The rules for the movement and working of tower wagons shall be laid down by special
instructions.

S.R. 17.08 (i) Movement of Tower Wagon:-For all purposes, tower wagons shall be treated as
light engines. When working in section, preference shall be given to the movement of tower wagons in
case of emergencies/failures/ breakdowns if the Official-in-charge gives it so in writing. The
maximum speed of 4 wheeler tower wagon shall be restricted to 40 Kmph. The maximum speed
permitted for 8 wheeler B.G. tower wagon is 100 Kmph. However, this is subject to sectional and
other speed restriction.

S.R. 17.08 (ii) Overhead equipment ladder trolly.-Overhead equipment ladder trolly is a
vehicle fitted with a collapsible ladder on a four wheel truck, not self-propelled. It shall be deemed to be
a lorry and all rules applicable to lorry shall be applicable to overhead equipment ladder trolly also.

S.R. 17.08 (iii) Block sections for working of overhead equipment ladder Trolleys.-For
the purpose of availing of line blocks for the working of the overhead equipment ladder trolly on the
suburban sections, the stations between which such working can be done shall be nominated by the
Divisional Railway Manager. Such nominated stations shall necessarily be equipped with semi-
Automatic/Manual Stop signals.

S.R. 17.08 (iv) Procedure for working of the ladder Trolleys in suburban section.-
The traction distribution official requesting Controller for a line block to place the overhead
equipment ladder trolly on line in any section shall do so furnishing the following particulars.:-

(a) Identification number of the overhead equipment ladder trolly;

(b) Section /Up line/Down line/both Up and Down lines, on which the overhead
equipment ladder trolly is required to be worked.
(c) The originating and terminating stations between which the ladder trolly is
required to be worked; and
(d) The timings and trains between which the overhead equipment ladder trolly is
required to be worked.
The Controller shall advise the Station Masters of the nominated stations at both ends as
also the intermediate stations by messages supported by Private Numbers regarding the proposed
working of the overhead equipment ladder trolly. The Controller shall permit the working of the
overhead equipment ladder trolly, only after he has ensured that the concerned section is free of
trains. The Station Masters at either end of the nominated section shall change “automatic
working” into “manual working”, place the appropriate signals controlling the movement of trains
into the section at “on and place “trolly on line” collars/caps on the controlling levers/knobs. The
Station Masters at either end shall then inform Controller

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accordingly by messages supported by Private Numbers. The Controller shall then permit the
Traction Distribution official to place his overhead equipment ladder trolly on the line by a message
in the prescribed form supported by a Private Number. The Station Master shall, on no account,
remove the “trolly on line” collars/caps from the levers/knobs and permit movement of trains into
the section until proper advice has been received by them from Controller duly supported by Private
Numbers. After completion of work, the traction distribution supervisor shall remove his overhead
equipment ladder trolly from the line and shall then advise Controller who shall, in turn, inform
Station Masters concerned (duly supported by Private Numbers) to resume normal working. The
Station Master of the affected section shall only then remove the “trolly on line” collars/caps
from the levers/knobs.

S.R. 17.08(v) Multiple party working on the same line block.-Whenever the engineering
department has already obtained line block, the traction distribution official who also requires line
block at the same time and in the same section, shall instead of requesting Controller, request the
Permanent Way official concerned for permission to place the overhead equipment ladder trolly in
section by a written memo.. The Permanent Way official shall give a written authority to the traction
distribution official authorizing him to place his ladder trolly on line and also indicate the time by
which the ladder trolly should be removed from the track. After receiving a written authority from
the permanent Way official, the Traction Distribution official shall inform the TPC requesting for
Power Block. The Permanent Way official shall not cancel the line block until the Traction
Distribution official has given him a written memo to the effect that his work has been completed
and the overhead equipment ladder trolly has been removed from the track.

S.R. 17.08(vi) Procedure for the working of overhead equipment ladder Trolleys on
non-suburban section.- The overhead equipment ladder Trolleys shall work on regular line clear.

S.R. 17.08 (vii) protection of overhead equipment ladder trolly:- When overhead equipment
ladder trolly is in section and work is in progress, it shall be protected in accordance with rules for
protection of lorry

S.R. 17.08 (viii) Competency certificate for working of ladder Trolleys:- The
Traction Distribution officials in charge of ladder Trolleys shall be in possession of a valid
competency certificate.

S.R 17.08 (ix) Competency certificate for working of tower wagon.- The tower wagon Driver
shall be in possession of a competency certificate in Form TR-4, issued to him by Divisional Electrical
Engineer/Traction Distribution after the Loco Pilot has undergone-

(a) a training in General and subsidiary Rules in the approved Training Institute; the
(b) prescribed test by Chief Traction Foreman (overhead equipment); training for a
(c) period of one month to learn the road followed by a written declaration that he is
fully conversant with the road;
(d) a period of practical training for two months in the actual driving of the tower
wagon followed by the prescribed test by Divisional Electrical Engineer/
Traction Distribution; and
(e) prescribed medical examination.

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S.R. 17.08 (x) All manned level crossing gates shall be closed against road traffic for the
passage of tower wagon. However the tower wagon driver, while "Working on line‟ in a block section
shall ensure that all manned level crossing gates are closed against road traffic before passing the
same. He shall whistle continuously while approaching the level crossings and obey the aspect of the
Gate Stop signal if any. In the case of non-interlocked gates, and in the case of interlocked gates in
double line sections while proceeding on the wrong direction, the tower wagon driver shall bring his
tower wagon to a stop 30 metres short of the level crossing and then restart and pass the gate after
confirming that the gate is closed against road traffic.
17.09. Additional rules for electrified sections.-
Special instructions for working of trains on electrified section shall be notified by authorized
officer.

S.R.17.09(i) Duty of the railway officials to report abnormalities in overhead equipment.-

It is the duty of every railway official who notices any abnormalities on the overhead equipment, to
inform the TPC either directly or through any Station Master or through the nearest railway
telephone regarding the nature of the defect abnormality noticed by him. The person conveying such
information to TPC shall not leave the vicinity of the telephone without TPC‟s permission since the
latter may want to contact him again to elicit further information.

S.R. 17.09(ii) Duty of driving crew to report abnormalities in overhead equipment- The
driving crew of all trains shall keep a sharp look-out and report any defects in overhead equipment
noticed by them to the TPC from the nearest station

S.R.17.09(iii) Duty of Station Masters to report abnormalities in overhead equipment:-The

Station Master receiving first information report of any unusual occurrence on the overhead
equipment shall immediately report the same to the TPC and to Controller and shall assist the TPC to
quickly isolate the faulty section.

S.R.17.09(iv) Emergency traffic block:-Whenever a line is required to be blocked against the

movement of all traffic whether steam, electric or diesel, due to defects in overhead equipment, such
emergency traffic block shall be granted by Controller on a request from the TPC/TRD. official. This
emergency traffic block shall be granted in addition to the emergency Power Block referred to in S.R.
17.02(v).

S.R.17.09(v) Special Instruction regarding Line Block on the suburban Double Line electrified
section.- (1) Requisition for Line Block-(a) When it is necessary to obstruct totally both the Up and
Down suburban electrified lines for engineering purposes, the Assistant Engineer or Permanent Way
Inspector must apply to the Division Railway Manager for the Line Block order with copy to the Chief
Controller. Line Block need not be imposed for minor works, such as removing or replacing a rail,
which must be done under the protection of the prescribed rules.

Note:- (a) When only one line on the double line is or is to be obstructed, Trains shall be
worked in accordance with S.R. 9.12(iii)
(b) Line Block must always be applied for and imposed between any two of the stations
nominated by the Divisional Railway Manager. Such nominated stations shall necessarily be
equipped with Semi-Automatic/Manual Stop signals.
(c) The time for blocking the line must be arranged so as to interfere as little as possible
with the train services. Not less than twenty-four hours notice must be given to the Divisional
Railway Manager that Line Block is required, and the application must be in the following form
from which no deviation whatsoever is authorized:-

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(Please) * “Block double line section between………… (Station) and ………… (Station)
from after No ……………. Clears the section until hours on ………… (Date)”.
* The word 'Please' to be omitted when application is made by telegram.

Note:-Applications for more than one Line Block period falling on the same date and between
the same stations may be consolidated in one letter or telegram, provided the standard form
application laid down above is repeated for each of the Line Block periods applied for.

(2) Instructions to staff: (a) The Divisional Railway Manager must issue orders to the Station
Master of the Stations at either end of the section on which the double line is to be blocked with
copy to:-

(i) The Station Masters of intermediate stations on the section on which the
double line is to be blocked.
(ii) The Station Masters of train staring stations.
(iii) Chief Controller.
(iv) The Engineering, signalling and Electrical Official concerned.
(b) The Divisional Railway Manager must be equally precise in his orders, which must be issued
by letter or telegram, as required, in the following form, from which no deviation whatsoever is
authorized:

From D.R.M. To S.Ms…………and……………….Block double line section between yours

and………….station from after No…………..clears the section until………..hours
on…………(date) for engineering purposes. Copy P.W.I. or A.E.N. (as the case may be)
S.Ms. of the notified stations. CHC., Senior D.E.E.(R.S.) and D.E.E.(T.R.D.) concerned.

Note:- Line block orders with regard to more than one Line Block period falling on the
same date and between the same stations may be consolidated in one letter or telegram as
required, provided the standard form (so far as the body of the order is concerned) laid down
above is repeated for each of the Line Block periods ordered.

(c) The Officials noted in paragraph S.R. 17.09(v)(2)(a) must immediately acknowledge the
order in the following form by telegram or letter to the Divisional Railway Manager with copy to:-

(i) The Station Masters at either end of the section on which the double line is to be
blocked.
(ii) Chief Controller and the engineering official concerned.

I note double line section between ………… (Station) and …………. (Station) must be
blocked from after No …………. Clears the section until…………hours on ……….(date).
Copy-P.W.I. or A.E.N. (as the case may be), S.Ms. of the two stations between
which the line is blocked and C.H.C.

*Acknowledgement copy to the individual official is not necessary when he himself issues
the message.

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WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS

(3) Action taken by staff :- (a) (i) When an order is received from the Divisional Railway
Manager, that a double line section is to be blocked, this order must be copied in red ink, in bold
hand-writing across each page in the Station Dairy at stations and signal cabins and across each
sheet of the log maintained in the Control Office day-by-day until the line Block actually takes
effect i.e. up to and until the last train has cleared the double line section before it is blocked for
the Engineering purposes.

(ii) A copy of the message must be secured on the signal lever handle of the signal which
controls the entrance of trains into the double line section to be blocked at the stations at either
end of the double line section.

(b)(i) Before the train mention in the Line Block order is allowed to enter the double
linesection to be blocked, it must be ensured that there is no train
(1) Either on the other line of the double line section to be blocked.
(2) Or at the station at the other end of the double line section waiting to enter the section
prior to the arrival of the train mentioned in the Line Block order. The Station Master at both ends
of the double line section to be blocked are jointly responsible for ensuring this .
(ii) The Chief Controller/Traction Controller must take care that no goods or extra train is
ordered whose running would be affected by the Line Block and must take all possible steps to
ensure that the Line Block can commence at the time applied for and that no undue delay takes place
owing to the late running of suburban trains.

(c) (i) The Guard of the last train entering the section before it is to be obstructed must be
furnished by the Station Master with necessary copies of a certificate (which need not be
addressed to any one) in the following form:-

“The double line section between (Station)………and……….(Station) will be blocked for

engineering purposes from after No………clears the section until………hours
on………..(date)”.
Date……………..
…………………………….
(Station Master)

The Station Master must hand over a Caution Order to the Loco Pilot warning him that he should be
on the look-out for a hand danger signal from the engineering official-in-charge, vide clause (iii)
below. If the last train is a run through train, it must be stopped out of course at the station.
Immediately before authorizing the train to leave the station, the Station Master must advise by
telephone the Station Master at the other end of the double line section to be blocked who must at
once acknowledge the advice and place the “Line Block” collar on the signal lever handle of the signal,
which controls the entrance into the double line section to be blocked, and this collar must not be
removed until a traffic train is ready to enter the section under the provisions of S.R. 17.09 (v)(6).

(ii) Immediately on the train leaving the station, the Station Master must place the “Line
Block” collar on the signal lever handle of the signal, which controls the entrance into the double
line section to be blocked, and this collar must not be removed until a traffic train is ready to
enter the section under the provisions of S.R. 17.09(v)(6).

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WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS

(iii) The last train must, in any case, be stopped at the site of the work by the engineering
official-in-charge by the exhibition of a hand danger signal. The Guard must also be on the look-out and, on
the train being stopped, deliver a copy of the certificate to the official-in- charge and obtain a receipt.
Copies of the certificate must also be delivered by the Guard to the Station Masters of intermediate
stations and receipts obtained. Run through trains must be stopped out of course for the purpose.

Note:- If, on the train coming to a stand at the site of the work, the Guard is not in possession
of the certificate, the engineering official-in-charge must issue a message through the Guard, to the
Station Masters at both end of the double line section to be blocked, with copy to the Divisional Railway
Manager and the Chief Controller intimating the fact that the work is being proceeded with as arranged.
Immediately on arrival at the station ahead, the Guard must hand over the message to the Station Master
and obtain a receipt. The Station Master must immediately communicate the message to the Station
Master at the other end and obtain his acknowledgment and also advise the Divisional Railway Manager and
the Chief Controller by telephone or telegram.

(iv) The last copy must be delivered by the Guard to the Station Master at the other end of the
double line section to be blocked and a receipt obtained, the train being stopped out of course for this
purpose, if booked to run through.

(v) Line block must not be considered to be in operation, nor must the work of obstructing the
line be commenced, until the official-in-charge at the site of the work is in possession of the copy of the
certificate referred to in clause (iii) above or has issued the message referred to in the note under
clause (iii) above.

(vi) Until the time specified, in the Line Block order, for the obstruction to be removed, the
Station Masters of the Stations at both ends of the double line section must not allow the signal levers
controlling the entrance into the section, to be operated, nor must they allow any train to enter the
section, except as provided for in S.R. 17.09(v)(4).

(4) Entry of trains into the Obstructed Double Line Section:

(a) While the Line Block is in force, no traffic train must be allowed to enter the
obstructed section in any circumstances whatsoever.

(b) Engineering material trains may be allowed into the obstructed section on the
responsibility of the Engineering official-in-charge, provided that this official is not lower in rank than a
Permanent Way Inspector, Grade III. Before taking any Engineering material train into the obstructed
section, the Engineering official-in- charge must give the Guard of such train the following written
authority:-

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WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS

“You are authorized to take your train into the obstructed double line section
between…………(Station) and ………….(station) on …………..(date) at………..hours. The section
must be cleared before ………..hours…………minutes. The line is obstructed from
kilometres…….to kilometres …………..for engineering purposes, and the working of the
Automatic Block system and the signals relating thereto is to be treated as suspended.”.

(c) (i) Before he takes his train into the obstructed Section, the Guard must hand over
this voucher to the Station Master and obtain from him in return a certificate in following terms:-

“I note you are authorized by the Engineering Branch to take your train into the
obstructed Double Line section between (Station)………..and (Station)………on (date)………at
hours………..and that the line is obstructed from kilometres……..to kilometres……………for
engineering purposes and the working of the Automatic Block System and the signal
relating there is to be treated as suspended.”.

(ii) If this certificate has been handed over to the Guard directly, the Station Master
must send the following telephone message to the Station Master at the other end of the obstructed
section:- “Engineering material train entering double line section obstructed for engineering purposes.
Give private number”

(iii) The Station Master at the other end of the obstructed section on receiving this
message must give a Private Number from his Private Number book and acknowledge the message as
follows:- “I understand Engineering material train entering double line section obstructed for
engineering purposes. Private Number………”

(iv) Similar message must be exchanged and a Private Number allotted to each
Engineering material train which enters the obstructed section.
(d) The Loco Pilot of a Engineering material train must enter the obstructed section on the
authority of an “Authority to Proceed without Line Clear” and work his train in accordance with S.R.
15.06(iii).
The following must be entered on the “Authority to proceed without Line Clear”:-
(i) the Private Number relating to the train, and
(ii) a remark to the effect that the working of the Automatic Block System and the signal relating
thereto is to be treated as suspended.

(e) Lorries may be allowed to enter into the obstructed section, provided they are treated in the
same way as ballast or Engineering material trains, except that the duties of both the Guard and the Loco
Pilot of the ballast or Engineering material train must devolve on the person in-charge of the lorry.

(5) Use of emergency crossovers in obstructed section:- ON the responsibility of, and in
accordance with instructions issued by the Engineering official-in-charge, the emergency crossovers
at intermediate stations in a section obstructed for engineering purposes may be utilized for
working Engineering material trains from one line to the other.

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WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS

(6) Resumption of normal working:- (a) The running of traffic trains over the section
obstructed for engineering purposes, must not be resumed until all engineering material trains have
cleared the obstructed section and the following messages have been exchanged between the Station
Master at either end of the obstructed section:-

My/Your Private Number………….Engineering materials train cleared, double

line section here at………hours………..minutes.

My/Your Private Number………….understand. Engineering materials train

cleared, double line section at yours at………hours………..minutes.

These messages must be exchanged for each Engineering material train that entered and
cleared the obstructed section.

(b) Provided that the above messages have been exchanged for each Engineering material
train that has entered and cleared the obstructed section, the running of traffic trains over the
section ordered to be obstructed may be resumed on expiry of the Line Block period unless the
Engineering official-in-charge of the work specifically notifies that the obstruction has not been
removed. A Caution Order, warning Loco Pilots that they must be prepared for Danger or Caution
signals, must be handed over to all Loco Pilots of trains entering the section until the Station Master
has received either a written notice from the Engineering Official-in-charge of the work that the
obstruction has been removed or an advice communicating this written notice, from the Station
Master at the other end of the section. The Station Master, receiving the written notice, must
immediately communicate it to the Station Master at the other end of the section.

(c) The running of Traffic trains over the section ordered to be obstructed may be resumed
before expiry of the obstruction period specified in the Line Block order provided that-

(i) The Engineering official-in-charge of the work notifies the Station Master at one end of
the section., in writing that the obstruction has been removed.
(ii) The Station Master receiving the written notice from the Engineering official-in-
charge of the work has communicated the notice to the Station Master at the other end of the
section, the officials noted in S.R. 17.09(v)(2)(a) the Divisional Railway Manager-(the notice must be
communicated by telegram) and
(iii) The provisions of S.R. 17.09(v)(6)(a) have been complied with.

Note:- The notice referred to above must be recorded in the Station Diaries of all the
stations on the obstructed section and in the log sheets of the Control Office.
(7) Extension of Line Block period- (a) If the Line Block is, on the notification of the
Engineering official-in-charge of the work, extended beyond that time stated in the original line
Block order, the Station Master, who receives the advise notifying extension of the time from the
Engineering official-in-charge, must advise the Station master at the other end of the obstructed
section, the officials noted in S.R. 17.09(v)(2)(a) and also the Divisional Railway Manager by telegram
of the revised time upto which the Line Block has been extended by the Engineering Branch.

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(b) The advice extending the time of Line Block received from the Engineering official-in-
charge of the work must be recorded in the Station Diaries of all the Stations, on the obstructed
section, and in the log sheets of the Control Office. At the expiry of the extended time Traffic
trains may resume running over the section as provided for in S.R. 17.09(v)(6).

S.R.17.09(vi) Immediate action for safety of moving trains in case of O.H.E. break down:- In
the event of Traction Power Controller isolating a faulty section of Overhead Equipments, caution order
shall be issued to look out for overhead Equipment defects and for any obstruction etc. on the track in
the following manner:-

(1) Traction Power Controller shall inform the Section Controller of the isolated faulty
section to enable him to check the movement of trains on adjacent tracks.
(2) The Section controller shall immediately inform the Station Master to stop, if
necessary, the first train entering the other line in the relevant section and issue a Caution Order to the
Loco Pilot to observe a speed restriction of 20 Kmph. by day and 10 Kmph. by night and to keep a sharp
look out for any defects/obstructions on the line/lines.

(3) The Caution Order should instruct the Loco Pilot to stop short of obstruction or at
the next station and report the condition of the track and overhead Equipments or any other
infringement to the Section Controller/Traction Power Controller and advice whether the
following trains should observe any caution or speed restrictions.

(4) The Section controller, on receipt of this information from the Station Master or
Loco Pilot, should immediately intimate the Traction Power Controller to take suitable action to continue
or switch off power in the affected section.

S.R.17.09(vii)(1)(i) Whenever station staff notice a train worked by an electric engine

passing with hot axle/any wagon/coach running in dangerous condition or smoke/fire emanating from a
wagon/coach or with any other abnormality in the running train which is likely to endanger safety of the
train/passengers, the Station Master shall immediately take steps to stop the train. In case they fail to
stop such train by normal means as laid in GRS 4.42 then, they shall immediately inform the Traction
Power Controller either directly or through the Section Controller to switch off the power supply of the
OHE of the affected section under exchange of Private number. In case TPC has been directly
informed, Section Controller has also to be informed subsequently.

(ii) Whenever any train gets held up for more than 3 minutes in the block section on account
of no tension, the Loco Pilot of the train shall depute his Assistant Loco Pilot to check the train in
order to look for any abnormality, and to advise the Guard of no tension in OHE. Together with the
Assistant Loco Pilot, the Guard shall then check the entire train.

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If in the meantime, power supply is restored, the Loco Pilot shall call back his Assistant
Loco Pilot to the locomotive and resume journey.

Otherwise, after the train is checked, the Loco Pilot/Guard shall inform the Section
Controller/Traction Power Controller of the details of abnormality, if any, or otherwise, and
assistance required, through the nearest emergency telephone circuit/by other available means.
Further, the Loco Pilot and Guard shall arrange protection of the line affected in
accordance with GR.6.03 which deals with the protection of trains stopped between stations.
In case of automatic territory, the lines must be protected in accordance with GR.9.10.

After ascertaining from the affected train of the nature of abnormality, decision regarding
recharging of the OHE shall be taken by the Section Controller in consultation with Deputy Chief
Controller, Guard, Assistant Loco Pilot and concerned Station Master shall be advised accordingly.
Necessary steps shall be taken by Deputy Chief Controller, thereafter, for clearance of the
abnormality.

(iii) Restoration of OHE supply will be undertaken by Traction Power Controller only on the
advice of the Section Controller under exchange of private numbers.

2. If the switching off of the OHE takes place at a graded section and there is a chance
that the train may start rolling back, then the staff should also follow the instructions laid down vide
SR.6.05(i) to avoid rolling down of train. In addition, the train brake must also be applied along with
the locomotive brake in all such cases.

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WORKING OF TRAINS ON ELECTRIFIED SECTIONS OF RAILWAYS

FIGURES PERTAINING TO CHAPTER XVII

456
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CHAPTER XVIII
MISCELLANEOUS
18.01 Repeal and Saving:-

The General rules issued under the notification of the Government of India in the late Railway
Department (Railway Board) No. 1078-T dated the 9th March, 1929, hereby are repealed except as
respects things done or action taken or omitted to be done or taken before such repeal.

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APPENDIX

Sl. Description Form No.

No.
1 Starting Permit T.310

2 Advance Authority to Pass Defective Signals T/369(1)

3 Authority to Pass Signals in “ON” or Defective Position T/369-(3b)
4 Authority to pass Shunt signal (s), Gate signal (s) at “ON” and T.370
Shunting permitted indicator
5 Caution Order T/409
6 “ NIL” Caution Order T/A 409
7 Reminder Caution Order T/B 409
8 Caution Order for Trolleys T/C 409
9 Train Examination Advise/Report T/431
10 Authority to Receive a Train on an Obstructed Line T/509
11 Authority to Start a Train from a Non Signalled Line T/511
12 Authority to Start a Train from a Line with Common Starter T/512
Signal
13 Authority to Proceed for Relief Engine/Train into an Occupied T/A 602
Block Section
14 Authority for Opening Communication during Total T/B 602
Interruption of Communication on Single Line Section
15 Authority for Working of Trains during Total Interruption of T/C 602
Communication on Double Line Section
16 Authority for Temporary Single Line Working on Double Line T/D 602
Section
17 Line Clear Enquiry Message asking Line Clear for Despatch of T/E 602
Trains during Total Failure of Communication on Single Line
Section
18 Conditional Line Clear Message T/F 602
19 Conditional Line Clear Ticket (Up) T/G 602
20 Conditional Line Clear Ticket (Down) T/H 602
21 Message on Restoration T/I 602
22 Written permission by Guard to Loco Pilot to Proceed to next T/ 609
Station From Mid section
23 Shunting Order T/ 806
24 Authority to Pass Automatic/Semi-Automatic/Manually
T/A 912
Operated / Gate Stop Signals
25 Authority to Proceed without Line Clear on Automatic Block T/B 912
Signalling Territory
26 Authority to Proceed for Relief Engine/Train into an Automatic T/C 912
Block Signalling Section
27 Authority to Proceed on Automatic Block System during T/D 912
prolonged failure of Signals
28 Authority to proceed without line clear (Up) T.1408/UP
29 Authority to proceed without line clear (Down) T.1408/Down
30 Train Intact Arrival Register T/1410
31 Line Clear Enquiry Message (Outward) T/A 1425
32 Line Clear Enquiry Message (Inward) T/B 1425

33 Paper Line Clear Ticket (Up) T/C 1425

34 Paper Line Clear Ticket (Down) T/D 1425
35 Patrol Book E.P.1
36 Residence of Gang man E.G.2
37 Restriction Book E.R.7
38 Notice in connection with opening of temporary diversion / C.E.480
bridge for traffic
39 Notice in connection with opening of temporary C.E.481
diversion/bridge for traffic
40 Trolley/Lorry/OHE Ladder Trolley Notice T/1518
41 Motor Trolley Permit T/1525
42 Double line (Line Clear) certificate for placing Motor Trolley or T/A 1525
Motor Lorry in mid section
43 Power and Traffic block message for blocking of lines for ETR.1
Electric Traction purposes
44 Shutdown Notice on traction overhead or other Electrical ETR.2
equipment
45 Permit- to –work on or near AC traction Electrical equipment ETR.3
46 Local Block ETR.4
47 Signal and Telecommunication Disconnection /Reconnection S&T (T/351)
Notice
48 Maintainer’s Report S&T/NM
49 Joint Certificate for handing over Signalling, Interlocking or S&T/JC
Block Signalling works
50 Certificate to work in the vicinity of cables maintained by the S&T/Cables
Signal Branch
51 Track Machine Block Permit T/465-E
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_
लोको पाईलट क◌े ह ताक् षर Signature of Loco Pilot स ्ट◌े शन म◌ा टर क◌े हस ्त◌ाक् षर Signature of Station Master
दि◌नाांकDate स ्ट◌े शन म◌ा टर क◌े मोहर Station Master Stamp
दि◌नाांकDate
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Delete the columns indicating the location of Caution indicator, Speed indicator and Termination indicator
given in the specimen form of T/409.

Note: Till such time corrected forms are printed and issued, the SM shall score out the columns indicating the
location of Caution indicator, Speed indicator and Termination indicator, before issue of caution order. This
correction is necessitated to have uniformity with the ICMS generated Caution order .
(C.M No.01/2022 dated 23.03.2022)
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Delete the columns indicating the location of Caution indicator, Speed indicator and Termination
indicator given in the specimen form of T/B 409.

Note: Till such time corrected forms are printed and issued, the SM shall score out the columns
indicating the location of Caution indicator, Speed indicator and Termination indicator, before issue
of caution order. This correction is necessitated to have uniformity with the ICMS generated
Caution order . (C.M No.01/2022 dated 23.03.2022)
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You are authorized to pass Last Stop Signal at danger, when the signal is interlocked with Block
Instrument/Track Circuit/Axle Counter.
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SOUTHERN RAILWAY E.P.1

PATROL BOOK

Station
Date Time of Time of Remarks Signature of Station
Arrival Departure Master

SOUTHERN RAILWAY E.G.2

(ENGINEERING BRANCH)
Residence of Gangmen…………………… station

Item Name Designation L.T. Residence Remarks as to Line

No. No. Distance Gangmen Patrolling
From qualified
station to place F. P.
detonators
on line on SM’s
instructions

P.W.I.’s Office, ………………

…………….. P.W.I.
date: …………..
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SOUTHERNRAILWAY E.R. 7
RESTRICTION BOOK
Engineering stop indicator at km …………… Speed ………….. Kmph.
Engineering Department ………………………. Division …………………

Date Train Time Signature of Loco Pilot

No.

SOUTHERN RAILWAY C.E. 480

( Engineering Department )
NOTICE
Name of work ……………………………………………………………………
………………………………………………………………………………………………………
…
At about …………….. Hours on ………. While the above work is in hand, a temporary
diversion/bridge will be opened for traffic between km……… and km……… between
……….. station and …………… station and worked under Rule No……………….. of
G.R.S,

Date ………….. Engineering in-charge

SOUTHERN RAILWAY C.E. 481

( Engineering
Department )
NOTICE
Name of work
……………………………………………………………………
………………………………………………………………………………………………
………
…
In connection with the above work for the temporary diversion/bridge referred to in the
Notice on Form No ………….. Dated …………. Will be actually opened for traffic on
…………….. At ……….. Hours between km……….. and km…………. between station
………….. and …………. Station and will be worked under Rule No ……….. of the G.R.S.

…………………………
Date………………….. Engineer in-charge
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Part C Part B Part A ETR.1

ETR.1 ETR.1
SOUTHERN RAILWAY
SOUTHERN RAILWAY SOUTHERN RAILWAY ELECTRICAL BRANCH
ELECTRICAL BRANCH ELECTRICAL BRANCH
Power and traffic Block
Power Block message for Power Block message for blocking message for blocking of lines for
blocking of lines for Electric of lines for Electric Traction purposes. Electric Traction purposes.
Traction purposes. Serial No……… Date………… Serial No…… Date…………

Serial No……… Time……..Hrs…… Time……..Hrs……

Date………… From To From To
Section Traction Section Traction
Time……..Hrs……mts.... Controller Controller Controller Controller
From To ………. (Section)
Traction Power Section ……… (Place) at ……… at ……… ……… (Place)
Controller Controller Your No……..of…….
………. Your No……..of…….
(Section) at.................. The following line/s has/have been Block the following line/s to electric
………...... (Place) blocked to electric trains/all traffic trains/all traffic from
line/s. Duration …….hrs……..mts on…….. and
The following line/s has/have Form Hrs…….mts……. advise me when this has been done.
been made alive and the block To Hrs…….mts……. (State below which line/s and
imposed on these line/s may be between which limits (sector, sub-
cancelled. Block on the following line/s cannot sector ,elementary section etc.,) and
be granted for the reasons stated between which block stations the
Private No…….. below:- block is required)
Particulars of Line/s Reasons
Sent by…………………. ................... .................. The block is likely to last until
(Name) ……hrs…….mts.
The Station Master concerned have Arrange for issue of Caution
Received by……………. been advised by me of this block and Orders to Loco Pilots of non-electric
(Name) instructed to arrange necessary trains as per Rule 4.09 of G.R.S.
protection as per S.W.R. and also to Duly indicating therein the
issue necessary Caution Order to Loco following: -
Pilots of non-electric trains as per Rule
4.09 of G.R.S. 1. Kilometre age of work
2. Nature of work
Private No………… 3. Speed restriction
4. Other precautions
Sent by…………………
(Name) Arrange necessary protection of
section under power block as per
Received by…………… respective S.W.R.
(Name)
Private No…………
*Strike out whichever is not applicable
Sent by…………........(Name)

Received by…….………(Name)

*Strike out whichever is not

applicable
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Part A Part B ETR.2 Part C

ETR.2 ETR.2
SOUTHERN RAILWAY
SOUTHERN RAILWAY ELECTRICAL BRANCH SOUTHERN RAILWAY
ELECTRICAL BRANCH ELECTRICAL BRANCH
Shut Down Notice on Traction B. Pro. No. Date………….. C. Pro No.
overhead or other Time……. Hrs….Mts. Date……….
Electrical Equipment From To Time……
………..... Traction Power Hrs….Mts.
A. Pro. No. Date….. ………….. Controller, From To
Time…. at………… ………….. ……………. Traction
Hrs….Mts. Power
From To Your No………. of ……….. Local at ………….. Controller,
Traction Power ………….. earths have been applied at the My No………. of …………..
Controller at……………….. following points:
………… Line earthed at structure I hereby declare that the work
I hereby declare that the following N.os……. on or near electrical equipment
electrical equipment has been ………… Line earthed at structure which has been isolated has been
isolated. The equipment shall be N.os……. completed. All men and materials
earthed according to standing have been withdrawn and the men
instructions before commencing any The following :Authority-to-work" have been warned that it is no
work or prior to issue of "Authority- have been issued on this authority and I longer safe to work on or adjacent
to-work". am responsible for the "Authority-to- to electrical equipments. All
[State below exactly which section work":- "Authorities-to-work" issued by me
(Sector, Sub-sector, Elementary (1) (2) (3) have been removed and the
Section, etc.) of the electrical "Authority-to-work"…… .. … ........ electrical equipments can be made
equipment has been isolated] alive.
Lines isolated Limits of isolation Nos. …… …… …...
I ….. during communication
Please note that Shri……….. is Date of issue …………………....... failure, in consultation with Shri
working/going to work in the …….. have energized elementary
adjacent elementary section Time of issue …………………...... section No/(s)/………….duly
No……… beyond which the supply exchanging private numbers at
to the O.H.E. has been extended Department issued to …………… …….. Hrs….. Mts.
from the adjacent traction sub-
station. The block is likely to last Person-in-charge of work …………….
Private No.
from …………….. Hrs
………….Mts. to …………… Hrs. Private No......................
……………. Mts. Sent by…………….. (Name)
In case of failure of communication, Sent by ………………………..
Shri ………. Shall be solely (Name) Received by …………………
responsible for restoration of power (Name)
supply in terms of S.R.17.02(xi). Received by ……………………
(Name)
……….Date……Hrs……Mts
……..
……… Date….
..Hrs……Mts……...

Private No……………

Sent by……………..(Name)

Received by……………..(Name)
 Back to Appendix

ETR.3 ETR.3 ETR.3 ETR.3

SOUTHERN RAILWAY SOUTHERN RAILWAY SOUTHERN RAILWAY SOUTHERN RAILWAY
(Electrical Branch) (Electrical Branch) (Electrical Branch) (Electrical Branch)

PERMIT-TO-WORK PERMIT-TO-WORK ON OR PERMIT-TO-WORK ON OR PERMIT-TO-WORK ON OR

ON OR NEAR A.C. NEAR A.C. TRACTION NEAR A.C. TRACTION NEAR A.C. TRACTION
TRACTION ELECTRICAL EQUIPMENT ELECTRICAL EQUIPMENT ELECTRICAL EQUIPMENT
ELECTRICAL
EQUIPMENT C. Pro. No. ………. B. Pro. No. ………. A. Pro. No. ……….
From To From To From To
D. Pro. No……… …………. ………..at ………… ... ……..at ………….. …..AT….......
………….. at………….. ………….. at……. at……….
I hereby declare that I hereby declare that the Received the original foil I hereby declare that it is
the "Permit-to-work" is work for which this Permit-to- of this Permit-to-work. I fully safe to work on or near the
cancelled and all local Work was issued has been understand the portion of the following electrical equipment
earths have been completed and all men and electrical equipment which is which is dead, isolated from all
removed. The materials under my charge dead, isolated and earthed and live conductors and is
cancellation of this have been withdrawn and the that all other parts are connected to earth.
"permit-to-work" has men have been warned that it dangerous.
been intimated to is no longer safe to work on or State below exactly the
Traction Power near the electrical equipment The Permit-to-work will be electrical equipment on or near
Controller, Madras under this "Permit-to-work". returned by ………H……..M to which it is safe to work.
Egmore at on ……….(date) as required. (Sector, Sub-sector,
……….H………..M. Signature……………… Elementary Section
(of the in-charge of the work Signature……………… etc.)……………………………
person) (of the in-charge of the work …………………………….
Signature………………
person) ……………………………
(of the authorised person)
Name ………………………. All other path are dangerous
Designation………………….. Name ………………………. .
Name ……………….
Date………..H……….M……. Designation………………….. The equipment shall not
Designation……………..
Date………..H……….M……. be made alive until this permit-
to-work is returned duly signed
Date……..H….M……. by the person-charge of the
work.
The No. of the permit-to-
work, date and time issued has
been intimated by me to
Traction Power Controller,
Madras Egmore, at
………..H……….M. on
………(dated).

Signature………………
(of the authorised person)

Name ……………………….
Designation…………………..
Date………..H……….M…….
 Back to Appendix

ETR.4 ETR.4 ETR.4

SOUTHERN RAILWAY SOUTHERN RAILWAY SOUTHERN RAILWAY

ELECTRICAL BRANCH ELECTRICAL BRANCH ELECTRICAL BRANCH

Local Block Local Block Local Block

C. Pro. No. B. Pro. No. A. Pro. No. Date…. Hrs…..Mts.
Date…………. Hrs…..Mts. From To
From To Date………. Name……… Station Master/
Name…… *Station Master/ ACKNOWLEDGEMENT Yard Master
Yard Master Designation………
Designation………………… Received Message No ………. The * isolator number ………..
My No……. of ……….. (date) From ......…at …….. Hrs………… interrupter number
The * isolator number …….. Mts. * at location No
Interrupter number at supply control post number ……… in
………. Yard will be kept open and
…………………..
Opened by me has been closed and overhead equipment of elementary
Signature of
the overhead equipment of the Sections No./s……… will be made dead
*Station Master/
……….. Elementary section/s No./s and earthed.
Yard Master
……… has/have been made alive
and are now available. Place…………….. The lines in the above Elementary
Section/(s) will not be available for
For *electric stock movements *electric stock movements from…….. all
all traffic traffic hours until further advice. The
……………….. block is likely to last for ………
Hrs……… Mts.
Signature
……………………..
Copy to: 1. Traction Power Signature
Controller,
2. Section Controller. Copy to: 1. Traction Power Controller,
2. Section Controller.
* Score out whichever is not
* Score out whichever is not applicable.
applicable.
* Score out whichever is not
applicable.
Back to Appendix
Back to Appendix
 Back to Appendix

SOUTHERN RAILWAY S&T/ J.C

SIGNAL AND TELECOMMUNICATION DEPARTMENT

JOINT CERTIFICATE FOR HANDING OVER SIGNALLING INTERLOCKING OR BLOCK SIGNALLING WORKS

Name of work………………………………………………………………………….
………………………………………………………………………………………….

This is to certify that the above work has been inspected by the undersigned and handed
over in good working order.

…………………

…………………

P.W. Inspector Signal Inspector

Dated…………….. Dated………………..

Taken over
…………………………..
…………………………..

Traffic Inspector Station Master

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SOUTHERN RAILWAY S&T/ Cables

CERTIFICATE TO WORK IN THE VICINITY OF CABLES MAINTAINED BY THE SIGNAL BRANCH
(Original/Duplicate)
Pro. No……………
---------------------------------------------------------------------------------------------------------------
A In connection with the work of…………………………………………………. at
kilometre……….by…………….. I hereby certify that I have excavated and revealed the cables maintained
by the Signal Branch and there is no objection, as far as Signal Branch is concerned, to the work being
commenced.
(Name ………………….. (Designation)………………….. of the Signal Branch shall be present at the site until
the work is completed.
Time…………. H……..M…………. Signature.......................
Date…………. Designation...................
---------------------------------------------------------------------------------------------------------------------------------------
B Received the original and duplicate foils of this certificate
Time……….H…..M……….. …………………………
Signature of person in-charge
of the work
Date…………………. …………………………
Designation of person in-charge
of the work
--------------------------------------------------------------------------------------------------------------------------------------
C The work as far as the Signal Branch is concerned has been carried out and completed in the
presence of (Name)…......(Designation) ……. and the duplicate foil is returned herewith. I here by
certify that I have no more work in the vicinity of the cables which requires your presence.
Time………H……..M……. …………………………
Designation of person in-charge
of the work
Date…………. …………………………
Designation or person in-charge of the work

------------------------------------------------------------------------------------------------------------------------------------
D The duplicate foil of this certificate with column ‘C’ filled in has been received by me.

Time………H…….M……. (Signature)…………………………….
Date………….. (Designation)………………………….
 Back to Appendix

Form No.T/465-E
Southern Railway

Serial No: ………….….

TRACK MACHINE BLOCK PERMIT Station:…………….…

(Original / Record)
Date ………

Time……Hrs……. Mts.
To
SSE/JE/ P.Way (in-charge) ……………
i) You are hereby authorized to enter the……………………………..…… block section on the ………….
line (in case of double / multiple lines) for work on line at kms………………………… with one or more
track machines as given below.Private No.(Fig)............... (Words)..................................................
ii) Machine Type & No. and their sequence of movement :

1. 2. 3. 4. 5.

Line block / Permission to "Work on Line" is hereby granted from……Hrs…….Mts. to ……Hrs.

….........Mts. On completion of work, the track machine(s) shall clear the block section at
iii) ……………… station
iv) Authority to pass departure signals / IB signal No at ‘ON’
You are hereby authorized to pass Starter signal No……… / Advanced Starter signal No………. / IB
signal No………. (as the case may be) at ‘ON’, duly observing proceed hand signal at the foot of the
Starter signal.
Note: 1) Proceed hand signal shall be shown by the competent railway servant even when Starter signal is
taken off in case the track machines are despatched in a convoy.
2) Speed shall not exceed 15 KMPH until the machine passes over all points and connections at the
station
v) Speed restricion(s) and precautions to be observed in section
a) You are hereby warned to exercise caution while approaching level crossings and whistle frequently,
In the case of non-interlocked level crossings you may pass the same on being hand signalled by the Gate
Keeper and ensure the gate is closed against road Traffic.
b) While running in the wrong direction, you shall ensure that the level crossing gates enroute are
closed against road traffic and Hand signals are displayed by the Railway servant in uniform at the level crossing
before passing them.
c) You are authorised to pass Semi Automatic/Manually operated Gate Stop Signals at ON on receipt of
Proceed Hand Signal given by the Railway Servant in uniform at the level crossing.
d) The following temporary speed restrictions may also be observed (if any):-

Block section Location Speed Reason Remarks

vi) Authority to depart from Non-signalled Road

You are hereby authorized to start the Track machine(s) from the non-signalled road No………. and
leave the yard cautiously duly piloted out upto the last set of points of the non-signaled line by the
competent railway servant at a speed not exceeding 15 KMPH over the points.

Singature of Station Master

Signature of Operator(s) Station Master’s stamp

1......................................Time .............
2..................................... Time .............
3..................................... Time ............. Signature of SSE/JE/P.Way (in-charge)
4..................................... Time ............. Time ........... Date .............
5..................................... Time .............
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Absence from duty GR.2.08

Accidents

-Duties of Station Master GR.6.01

-Engine failure GR.6.05
-Fire on Bridges SR.6.10(iv)
-Fire on trains SR.6.10(i)to(iii)
-Hot axle SR.4.29(iii), .4.42(iii)(b)
-Rail fracture SR.6.01(c)
-Responsibility of Station Master on SR.6.05(vi)(vii)&(viii)
receipt of Accident message
-Rough or Slack running SR.6.07(i)
-Sending advice of accident GR. 6.05 SR. 6.05(ii)&(a)&(b)
-Train dividing GR./SR. 6.09
-Train entering block section without GR. 6.06,SR.13.04
Authority to proceed
-Train parting GR./SR. 6.08
-Train passing signal at danger SR.3.80,SR. 3.81
-Trains unusually delayed GR.6.04
-Unsafe condition of bunds of tanks or SR.6.07(ii), SR.15.05
rivers
-Vehicles escaping from station GR./SR.6.11
Adequate distance GR.1.02(2)
-A Stop Signal to assume "OFF" aspect in GR.9.01(1)(c )(i)&(2)
Double Line Automatic Area
-A Stop Signal to assume "off" aspect in GR. 9.03(f)&(2)
Single Line Automatic Area
-For granting Line Clear in Absolute Block GR. 8.01(1)(b)(c)&(2)
system
-For granting Line Clear in Single Line GR. 9.03(1)(d)&(2)
Automatic Block system
-For taking "OFF" Home signal in Absolute GR. 3.40(1)(3)&(4)
Area
-For taking "OFF" Outer signal GR. 3.41(1)(b),SR. 3.41(ii)
 Back to Index

-Substitute for Adequate distance GR. 5.19(2), 3.40(4)

-Taking "off" Home signal in GR. 9.06(1)&(3)

Automatic Area
-Taking "off" Last Stop Signal in GR. 9.0-6(2)&(3)
Automatic Area
-When reception during Signal failure SR. 3.69(ii)(b),GR. 3.69(3)(a)
on Form No.T/369-(1)
-Zero Adequate distance at Terminal SR. 3.38(iii)
Yards
-Advertised time GR. 4.02
Alcoholic Drinks GR. 2.09
"All Ready" signal SR.3.54,SR.4.42,SR.16.03
(iii)(a)(iii)(2)
"All Right" signal SR.4.42 SR.15.09(iv)(g)
Alterations to track (Electrified) SR.17.06
Anemometer SR. 2.11 (ii)
Approach Lighting GR 1.02 (3)
Aspect of signal SR.3.01 (a), GR. 3.05(2)(3)
-Calling on signal GR. 3.13 (12)(5)(6)
-Distant signal GR.3.07 (3)&(4)
-Repeating signal GR. 3.16 (3)(4)(5)
-Shunt signal GR 3.14 (8)(9)(10)
-Stop signal (Multiple-aspect) GR. 3.08 (2),(4)(a)
-Stop signal (Two aspect) GR 3.08 (3),(4)(b)(c)
-Warner signal GR. 3.06(5)(a),(b)(6)(a)(b)
Assistance to Passengers SR. 4.54 (i)
Attendance for Duty GR. 2.07, GR/SR. 4.04
Authority to proceed GR. 1.02 (6)
-Authority to proceed without Line SR.14.08 (i)(b)
Clear
-Conditional Line Clear Ticket SR. 6.02(ii)(9)(11)
-Duplicate Metal Token SR. 13.03(iv)(b)(i)
-Emergency Metal Token SR. 13.03 (iv)(a)
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-Line Clear Ticket GR. 14.25, SR.9.12 Part I(iii)(6),

SR,3.81(ii)

-Metal Token SR.13.03(i)(a)

-"OFF" aspect of Last Stop Signal GR. 14.08 (b)(iv)

-Prolonged failure Automatic Block SR. 9.12(i)(1),5

System

-Responsibility of Station Master GR.5.01(4),GR.14.08,

GR14.11,GR 14.24, SR.

5.01(i)(a)

-Responsibility of Loco Pilot GR. 14.09, GR.14.23, GR.

4.35(1)

-Token GR. 14.08(b)(1)

Authority to Proceed without Line Clear SR. 14.08

-Circumstances SR. 14.08(i),

-Trolley on line on T/1518 with Line SR. 15.24(xiii)(a)

Clear Refused endorsement

-Examination SR.14.08(ii)(4)

-Precaution by Loco Pilot SR. 14.08(ii)(7)

-Preparation SR. 14.08(ii)(3)

Authority to work SR. 17.02 Note(3), 17.02(xv)

Automatic Vacuum Brake SR. 4.18(ii)(a), SR. 4.45(i),SR.

3.80(1)

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Axle Counter SR. 1.02(7), 6.02(ii)(1),(iii)(1), GR

14.01, GR.9.01, GR. 9.03, SR.
14.13, SR.3.68(ii)(c )(1)
-Failure SR. 3.68 (ii)(c)(5)&(7)
Back Light GR/SR. 3.24, SR. 8.03(i)
Banner Flag GR/SR. 3.57, GR.15.20(g), .
SR.15.09(iii)(c)(i),(iii),(iv)
Base station SR. 13.03(i)(a), 13.03(iii)
Block Competency Certificate GR/SR. 14.04
Beat Book SR. 15.05(4)
Beat section/station/length SR. 15.05(3) Note (i)
-Interval SR. 15.05(3) Note (ii)
Bell codes GR. 14.05,14.06
Bell signals GR/SR. 4.51
Berthing of passenger trains at stations SR. 5.01(iv)
Blasting GR.15.15
Block back GR. 1.02(8), 8.06(2), 8.08(b),(c),
GR.8.13, 8.14
Block forward GR. 1.02(9), 8.06(3), GR. 8.14
Block Hut GR. 1.03(2), SR. 6.02(iv)4, GR.
8.04(b)
Boards
-Block section limit Board GR. 1.02(54), 3.32(2),
GR.8.03(1)(a),(c)(ii),GR3.49(1),(3)
-Caution Board SR. 17.02(i)
-Caution and Termination Indication SR. 15.05 (10)(c)
-Goods Warning Board SR. 3.78(iii)(b) (c)
-Indication Boards SR. 14.02(i)(ii)

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-Lower and raise pantograph Boards SR. 17.07(ii)

-Neutral Section Board SR. 17.07 (i) (ii)
-Passenger Warning Board SR. 3.78(iii)(a) (b)
-‘S’ Board SR. 15.09 (iv) (d)
-Shunting Limit Board GR. 3.32(1), 8.03(2)(c), 1.02(54),
GR.3.49(1),)(3), GR/SR. 8.09
-Shunting Warning Board SR. 8.09(ii)
-Sign Board S&B SR. 3.50(3)(a)
-Station Warning Board SR. 3.31(i)
-Stop Board SR. 3.38(iii), GR. 3.49(1),(3),
SR.4.31(ii),SR.5.14(viii)
-Stop Board for Electric Engine SR. 17.02(ii)
-Switch OFF and ON Board SR. 17.07(i)
-‘W’&’W/L’ Board SR. 4.50(ii)
Bobbing and Flickering SR. 3.74(i), 9.02(iv),9.07(i)(a),
SR.9.11(ii)
Brakesman GR. 1.02(28), SR. 4.09(v)(3),.
SR.4.35(iv),Note
Calling –on signal GR. 3.13
Cancellation of Line Clear GR. 14.22
Care and Lighting of signal Lamps GR. 3.49
Catch siding SR. 3.50, 4.45 (ii)
Causeway SR. 15.05(11)
Caution notice to warn staff and public GR. 17.05(1)
Caution order

-Cancellation SR. 4.09(vi),(vii)

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-Circumstances SR. 4.09(i)

-Preparation SR. 4.09(iv)
-Procedure for issue SR. 4.09(ii)
-Record SR. 4.09(viii)
-Service SR. 4.09(v)
CERTIFICATE

-Block section clearance SR. 6.09(ii)(e)

-By Permanent Way Inspector to Loco SR. 15.05(11)(d)(ii)(f)
Pilot when water level not exceeding flat
bar level in causeway
-By Station Master to Divisional Railway SR. 5.02(ii)(a)
Manager for rule books
-Fit certificate for rail fracture SR. 6.01(ii)(c)
-Fir to run by Train Examiner SR. 4.29(i)
-Fit to run for material train by Train SR. 4.62(xiii)
Examiner
-For last train before imposing Line Block SR. 15.06(iii)(18)(7)(a)
-Safety SR. 15.06(iii)(5)
-Train fit to proceed by Train Examiner SR. 4.31(i)(a)
Certificate of Competency

-Loco Pilot/Guard in Automatic Block SR. 9.14(ii)

system
-Ladder Trolley SR. 17.08(viii)
-Motor Trolley SR. 15.25(ii)
-Signal maintainer SR. 15.06(i)(b)
-Tower Wagon SR. 17.08(ix)
-Trolley/Lorry SR. 15.22(ii)
Channel for Flange of Wheels GR. 16.05
Clamping of Points

-Automatic-prolonged signal failure SR. 9.12(i)(6)

-Departure from non-signalled road GR. 5.11(2)
-During disconnection/reconnection SR.15.06(i)(d)
-During issue of T.310 SR. 5.01(i)(a)(2)
-During maintenance, setting& locking SR. 3.51(vii)(b)
-Non-interlocked GR. 3.39
-Personal inspection SR. 3.68(i)(a)(1), 3.68(iii)(a)

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-Reception on non-signalled road GR. 5.10(1)(b)

-Reception on obstructed road SR. 5.09(i)(b)
-Setting & locking GR. 3.38
-Signals & Communications failure SR. 9.12(ii)(2)
Clamps SR. 15.06(iii)(16)
Classification of stations GR. 1.03
Closing of intermediate Block Post GR. 14.14
Co-acting signal GR. 3.15
Collars

- Line Blocked SR. 5.19(iii)(a)

-Signal lever SR. 5.19(iii)
-Station Master’s control instrument SR. 5.19(iv)
-Staff working/ Power Block in force SR. 5.19(iii)(b)
Commencing of patrol SR. 15.05(4)(b),(c)
Commissioner of Railway Safety GR. 1.02(13)
Commissioning of fixed signal GR. 3.26
Complete arrival of train GR. 4.17, SR. 14.10(i)(iii)
Complete arrival register SR. 14.10(iii)(a)
Concurrence of traction power controller SR. 17.02(v)
to run non-electric trains
Conditions

-For closing the block section GR. 14.10

-For granting Line Clear GR. 8.02, 8.03, 8.04
For taking "off"

-Calling on signal GR. 3.45

-Gate Stop signal GR. 3.44
-Home Signal GR. 3.40
-Home (Automatic Single Line) GR. 9.06(1)
-Last stop signal -(Automatic Single Line) GR. 9.06(2)
-Last Stop Signal GR. 3.42
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-Outer Signal GR. 3.41

-Warner Signal GR. 3.43
Conduct of railway servants GR. 2.10
Connections GR. 1.02(15)
Controller GR. 1.02(16)
Control of shunting GR. 5.13
Conveyance of other than railway SR. 15.22(iv)
employees
Coupling GR. 4.26
- Loco Pilot responsibility GR. 4.32(b),
-Station staff SR. 4.33(i)
Cranes GR. 4.27
Crossing of two trains on single line SR. 3.38(ii)(b), 5.01(v)
Combined train report SR. 3.80, 4.18(ii)(a), 4.13(i)(a),
4.34(ii),4.44, S.R 4.56(i)(a)
Damaged points GR. 3.77
Damaged vehicles GR. 4.29
Danger level mark SR. 4.09(i)(4), 15.05(5), (10)
Declaration register

-Class iii&iv SR. 5.06(i)(d)(e)

Defective leading driving GR. 4.21(a)(b)
Compartment SR. 4.42(ii)
Defects at level crossing definitions GR. 16.06, 1.02
-From Beyond the Starter/ Advanced SR. 3.10(ii)
Starter
-From non-signalled line/non-running GR 5.11
line
-From Common departure Signal line GR. 5.12
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Derailing Switch GR. 9.06(3), 3.40(4), SR.

3.50(i)(a)
Detaching Engine SR. 4.48(i)(ii)(a), GR. 4.57
Detonating signals

-Description GR. 3.59

-Destruction SR. 3.64(vii)
-Life SR. 3.64(iv)(c)
-Method of using GR. 3.60
-Register SR. 3.64(vi)
-Supply SR. 3.64(iv)(a)
-Testing SR. 3.64 (iv)(a)(c)
-When exploded by Loco Pilot GR. 3.78
Direction of running GR. 4.06
Direction of traffic GR. 1.02(18). 9.03(1)(b),(c),(f)
Driving of an Electric train GR. 4.21
Distinguishing markers GR. 3.17
Loco Pilots to obey certain orders GR. 4.39
Loco Pilot/Foreman/Assistant Loco Pilot

-Not to leave the engine GR. 4.61

-To keep good look out GR.4.40
-to see train stopped clear of fouling GR.4.58,4 SR. 4.58(i)
Marks
Drawing of trains to an advance position GR. 5.18
Distinction between Trolley/Lorry/Motor GR. 15.18
Trolley
Duty for securing safety GR. 2.11
Duties of Loco Pilot of a train booked to SR. 3.37(i)
stop irrespective of the signal aspect
Duties of engine crew in respect of signals GR. 3.78
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When two or more engines attached

Duties of Gang mate and Gangmen when GR. 15.17

apprehending danger
Duties of Guard & Loco Pilot

-When passing Automatic Stop Signal at GR./SR. 9.02, 9.07

"ON" Single Line & Double Line
Loco Pilot incapacitated GR.4.20(3)
Dummy Truck GR. 4.27(1), 4.28(3)
Diverging routes GR. 3.09(4), 3.19(1)
Disconnection and reconnection notice SR. 3.51(vi)(a), 3.68(ii)(5),
3.68(vi)(3), 15.06(iii)(10)
Dividing of material train SR. 4.62 (viii), 4.63(ii)
Duties of station master with respect of GR. 5.04
signal cabins
Electric repeater GR. 3.23, SR. 8.03(i),
15.06(ii)(14)
Electric shock treatment charts SR. 17.05(i)
Electrical Block Instrument GR. 14.01
-Type/substitution/installation GR.14.02(2)
-Authority to proceed-Token Block Gr. 14.08(b)(i)
Instrument
-Sending& receiving of signals GR. 14.07(2)
-Block instrument of an Intermediate Block GR.14.14
Post
- Line Block cap on plunger SR. 15.06(iii)(18)(7)(a)
Electrical clearance between track and the SR. 17.06(I)
over head equipment
Electrical communication instrument GR. 1.02(20), 14.02, 14.15
Electrical way and works GR. 17.02(1)
 Back to Index

Emergency feeding SR. 17.02(iii)(a)

Emergency patrol SR. 15.05(1)(b)(c), 15.05(7)(f)
Emergency power block by Loco Pilots SR. 17.02(vii)
Emergency traffic block SR. 17.09(iv)
Engine pushing GR./SR. 4.12, SR. 4.62(v)(vi)
Engine running tender foremost GR./SR.4.13
Equipment of

- Gateman SR. 16.02(i)(b)

- Guard and Loco Pilot GR./SR. 4.19
- Linesman SR. 17.03(ii)
- Minimum Signals GR. 3.27, 3.29, 3.33, 9.04
- Patrolman SR. 15.05(3)(c)(vi)
- Trolly/ Lorry/ Motor Trolly GR./SR. 15.20
- TTM Operator SR. 4.65(vi)
- E.R.7 SR. 15.09(4)(c)
Essentials

- Absolute Block System GR. 8.01

- Automatic Block System Single Line & GR. 9.01, 9.03
Double Line
- One train only System GR. 13.03
E.T.R.1 SR. 17.02(iv)(vii)
E.T.R.2 SR. 17.02(iv), (v), (ix), (xi), (xv)
E.T.R.3 SR. 17.04(i),(ii)
E.T.R.4 SR. 17.02(viii)
Exhibition of hand signals GR. 3.52.
Failure of electrical block instrument/ track GR. 14.13
circuit/ axle counter
Feeding post GR. 17.02(2)
Fireman and assistant Loco Pilots to obey GR. 4.38
Loco Pilots
FIT CERTIFICATE
- For material train SR. 4.62(xiii)
- Keyman SR. 6.01(ii)(c)
- Permanent Way Inspector SR. 6.02(II)(c)
- Train Examiner SR. 4.29(i)
Fit Memo by Train Examiner SR. 4.31(i)(b)
Fit to proceed certificate by Train SR. 4.31(i)(a)
Examiner
Flare signal
- Burning Fusee seen by Loco Pilot GR. 3.78
- Description GR. 3.65
- Destruction SR. 3.67(iv)
- Knowledge and possession GR. 3.67
- Life SR. 3.64(iv)(c)
- Mode of lighting SR. 3.66(i)(4)
- Supply GR. 3.67
- Testing SR. 3.67(ii)
Flasher unit SR. 6.03(ii)
Fly Shunting SR. 5.21(iii)
Fog signal post SR. 3.61(i)(d)
Forms GR. 5.07
-ACC 3 SR. 6.05(iv), 6.09(ii)(a)
-ER 7 SR. 15.09(iv)(c)
-ETR. 1 (By Traction Power Controller to SR. 17.02(iv),(v),(vii)
section Controller)
-ETR. 2 (By Traction Power Controller to SR. 17.02(iv) (ix),(x),(xi)
Over Head Equipment Official)
-ETR. 3 (Permit to work) SR. 17.04(i),(ii) 4.27(iv)
-ETR. 4 (By Over Head Equipment Official SR. 17.02(viii)
to Station Master)
-T.310 SR. 3.10(iii),
-T/369-(1) GR. 3.69(1),(2),(3)(a),
SR.3.69(ii)(a)(b), (iii),(iv),(v),
SR3.69(viii)(a),(x)
-T/369-(3b) GR. 3.69(3)(b),
SR.3.69(viii)(b),(ix)
GR.3.70(1),(2) SR.3.70(i)(c),
SR. 6.06(ii)(b)
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SR. 9.06(i)(e), 9.12(i)(7)

(Automatic Block System) SR.9.12(ii)(8), SR.9.12(iv) Part-I

(14), 9.13(iv)
-T. 370 SR.3.73(ii),SR. 14.08(i)(1)A(ii),
SR.14.08(1)(B)(ii)
-T/C 409 SR. 4.09(i)(5), 15.18(i)(9),
SR.15.24(i)(b),15.24(xiii)(a)(3),
SR.15.24(xvi)(a)(4)
-T/409 SR. 4.09(iii)(2)(a)
-T/A 409 SR. 4.09(iii)(2)(b)(3)
-T/B 409 SR. 4.09(iii)(3), 4.09(iv)(g)
-T/431 SR. 4.31(i)(a)
-T/A 602, SR. 6.02(i)(1)
-T/B 602 SR.6.02(ii)(4), (6)(a), 7, 10, 11,
22
-T/C 602 S.R 6.02(iii) 3, 13,14
-T/D 602 S.R 6.02(iv)9, 13
-T/E 602 S.R 6.02(ii)4.1, 9 , 11, 17
-T/F 602 S.R 6.02(ii) 11, 14, 15
-T/G 602, T/H602 S.R 6.02 (ii) 9, 17
-T/I 602 S.R 6.02(ii) 21, 6.02(iii) 16
-T/ 609 SR. 6.09(ii)(a), (b),
SR. 9.12(iii) Part I (10)(b) SR.
-T/A912
9.12(v)
-T/B 912 SR. 9.12(ii)(4) SR. 9.12(iv)(6)
-T/C 912 S.R 9.12(v)
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-T/D 912 SR. 9.12(i)(5)(a)

-T. 1408 SR. 14.08(ii)(!)(a),(b),

-T./C1425,T/D1425 GR. 14.25, SR. 3.81(ii)

-T/A1525 SR. 15.25(xi)(a)
-S&T/NM SR. 3.51(vii)(a)
-S&T(T/351) SR. 3.51(vi)(a), 3.68(vi)(3),
SR.15.06(i)(c)(d)
-T/1525 SR.15.25(x)(d)(3)(b)
-T/509 SR.5.09(ii)
-T/511 SR 5.11(i)
-T/512 SR 5.12(i)
- Non-signalled memo for reception SR. 5.10(i), 6.02(iv) 14(c),
Forms given in writing

- Acknowledgement form for caution SR.15.08(i)(d)

advice
- Message given by the Station Master to SR. 9.03(iii)
move the train against the direction of
traffic in Automatic, when control working
has failed
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- Restarting memo SR. 3.80(i), 3.81(ii), 6.06(i)(a)

- Restarting memo in the One Train only SR. 13.04(4)
system
- Written memo after putting back goods SR. 4.05(ii)(a)
Home to "ON" taken "OFF" for the
passenger train
- Written memo before putting back Signal GR. 3.36(2)(a)(i)
to "ON" other than emergency
- Written memo before taking "OFF" SR. 3.69(iv)
rectified signal for a train on T/369(1)
- Written memo by Station Master to Loco SR. 4.62(xii)
Pilot when material train to work outside
the station limits
- Written authority when shunt metal token SR. 8.15(ii)(d)
is not available
- Written memo by Station Master when SR. 4.44(i)
train likely to be detained at First Stop
Signal for considerable period.
- Written memo to start a train beyond SR. 3.10(ii)
Starter/Advanced Starter
- Written authority to start a passenger SR. 4.13(i)(a)(2)
train with engine tender foremost
- Written authority to perform shunting SR. 8.15(ii)(c)(2)
when starter cannot be taken "OFF" due
to interlocking
- Written authority to shunt beyond starter SR. 8.15(ii)(c)(2)
when it is Last Stop Signal
-Written authority by Permanent Way SR. 15.06(8)(b)
Inspector to Station Master for permitting
non-traffic trains during Line Block period
Forms not to be manuscript SR. 5.07(i)(b)
Fortnightly notice of speed restriction SR. 15.14(ii)(a)
Fouling mark GR. 1.02(23)
-Loco Pilot responsibility GR./SR. 4.58
-Guards responsibility GR. 4.56, 14.10(i)

- Station Master responsibility SR. 14.10(i)

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GANGMAN
- Knowledge of signals & equipment GR./SR. 15.12
Gangmate’s responsibility to safety GR. 15.14, 15.17
of line and trains
GATEMAN
- Knowledge of signals GR. 16.01
- Noticing train parting GR. /SR.16.08
- Not to leave the gate till relieved GR. 16.10
- Observing passing trains SR. 16.04(i)
- To prevent trespassing GR. 16.09
Gate working instructions SR. 16.03(ii)(b)
Goods Home taken for Passenger Train SR. 4.05(ii)(a)
Goods trains without Brake van Guard SR. 4.25(ii)(c)(i),(ii),(iii)(d)
or both
GRADIENTS
-Detaching engine from goods train SR. 4.48(ii)(a)(b)
- Hand shunting prohibited SR. 5.20(v)
- Loose shunting on gradients SR. 5.20(iv)
- Material train dividing SR. 4.62(viii)
- Material train required to stand SR. 4.62(iv)
- Pushing of material train SR. 4.62(v)
- Securing of vehicles SR. 5.23(ii)
- Securing of vehicles with roller bearing SR. 5.23(vii)
- Shunting on gradients GR. 5.20(note )
- Train stopped in mid section SR. 6.05(i)
GUARDS GR. 4.25
- Attracting the attention of the Loco GR. 4.45
Pilot
- Not to leave the train till handed over GR. 4.60
- To assist passengers GR./SR. 4.54
- To be incharge of a train GR. 4.36
- To keep a good look-out SR. 4.25, GR./SR. 4.43,
SR.6.02, 9.12
- To see the train is stopped clear of GR./SR. 4.56
fouling marks SR. 14.10(i)
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HAND BRAKES
- Application GR./SR. 4.47
- Assistance from Guard’s Hand Brake GR./SR. 4.46
- Attracting attention of the Loco Pilot GR. 4.45(2)
- During dividing SR. 6.09(i)(a)
- During parting SR. 6.08(ii)
- Stoppage of a train on a steep gradient SR. 6.05(i)
- To detach goods train engine SR. 4.48(ii)(a)
- To divide material train SR. 4.62(viii)
Hand Signal

- All Ready Signal SR.3.54(i), SR. 4.42(ii)(e)

- All Right Signal SR. 4.42, 15.09(iv)(g)
- Complete arrival SR. 14.10(i),(ii)
- Exhibition GR. 3.52
- Incomplete arrival SR. 6.09(ii)(d)(2)
- Knowledge and possession GR. 3.58
- Parting signal SR. 2.11(i), GR. 6.08(3),
SR.16.08(i)
- Proceed hand signal GR. 3.54, 3.69(3)(a),
3.80(1)(a), GR.3.81(2), SR.
3.69(iii), 3.73(ii), SR.3.81(i)(b)
- Proceed with caution hand signal GR. 3.55, .15.09(1)(c),
SR.15.09(iii)(c)(ii)(iv)
- Side lamp not burning SR. 4.41(i)
- Starting signal GR./SR. 4.35(4), SR.
4.42(iii)(e)
- Stop hand signal GR. 3.53, 6.03(1)(i)(b), (c),
(d), . SR.15.09(iii)(c)(ii)
9.12(ii)(7)

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- Damaged points SR. 3.51(iii)

- Fouling not clear GR. 4.56, GR./SR. 4.58
- Signal when not put back to "ON" SR. 4.56(i)(a)
Haye’s derail SR. 3.50(i)(a), SR. 5.23(iii)
HEAD LIGHT SR. 4.14
- Failure
- Failure when proceeding with T.1408 SR. 14.08(i)(7)(v)
Headlight and marker lights GR. 4.14
Height gauge GR. 16.11
High flood level SR. 15.05(10)
Hot axle SR. 4.29(iii), 4,42(iii)(b)
Hump yards SR. 5.21(iii)
Illuminating signal – fusee GR.3. 65, SR. 3.66(i)(1),
3.67(iv), SR.15.05(6)(2)(b)
Note (2)
Illumination of banner type repeating SR. 3.16(i)
signal
Illumination of visibility test post SR. 3.61(i)(c)
Illustrative diagrams SR. 3.08(i), GR. 8.16, 9.16
Indication post SR. 15.05(11)(b)
Indicators

- Caution SR. 15.07(i), GR./SR. 15.09

- Point SR. 3.49(iii)(b)(1)(2)
- Route SR. 3.19(i),(ii),(iii)
- Shunting permitted SR. 3.49(iv), 5.13(iii)
- Speed GR./SR. 15.09
- Stop GR./SR. 15.09
- Termination GR./SR. 15.09

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- Track SR. 3.68(ii)(e)(1)

- Trap SR. 3.49(ii)(a)
Infringement of fixed standard GR./SR. 4.28
dimensions
Inspection of

-Commissioner of Railway Safety SR. 15.06(iii)(6)

- Electrical ways and works GR. 17.03
- Gauges, Signals and tools GR. 15.13
- Patrol SR. 15.05(i)(a)(e)
- Permanent way and works GR. 15.04
- Points SR. 3.68(ii)(a)(i)
- Red roundels GR. 3.68(i)(b)
- Roof equipment by Loco Pilot SR. 17.03(vii)
- Sighting Committee SR. 3.26(i)
Interference with block instrument GR. 14.03
Interlocking GR. 1.02(30)
Intermediate Block Post GR. 1.02,(32)
- Classification of stations GR. 1.03(2)
Intermediate Block Stop signal GR. 3.11
Isolation GR. 1.02(33)
Isolator Switches & Switching post SR. 17.02(xiii)
- Operation by Station Master SR. 17.02(xiv)
Joint Certificate Station Master / S&T SR. 3.68(vi)(4)
Official
Joint Safety Certificate SR. 15.06(7)
Key to Isolator Switches SR. 17.02 (xiii)
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KEYMAN
- Rail fracture SR. 6.01(ii)(c)
King Lever/Knob SR. 9.14(i)(c)
Knowledge of rules GR. 2.03
Learning roads

- Loco Pilot & Guards SR. 3.78(i), (ii)

Leaving Vehicles outside station limits GR. 5.22
Level Crossings GR. 1.02(35)
Level Crossing Gate GR. 1.02(36)
Lever frame overhauling SR. 15.06(iii)(10)(c)
Limits of speed

- Engine running tender foremost GR. 4.12

- Generally GR. 4.08
- Over facing points GR. 4.10
- While running through a station GR. 4.11
Line Block SR. 15.06(iii)(18),
15.06(iii)(19), SR. 15.08(ii),
GR. 17.02(7) Note 2, SR.
15.24 (xxiii)
Line block cap SR. 15.06(iii)(18)(7)(b)(ii)
Line block on suburban double line SR. 17.09(v)
Line clear GR. 1.02(37)
Line clear ticket GR. 14.25
Line label line badge SR. 3.38(vi), 3.68(ii)(d)Note
Loading of vehicles GR. 4.28
Local power block SR. 17.02(viii)

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Locking of facing points GR. 3.39

Locking of trailing points SR. 3.38(ii), 3.51(vii) (b)

Loose shunting SR. 5.20(iv)(a), (b), (c),

GR/SR.5.21

Lorry working SR. 15.18(i), 15.24(v)

- Certificate of Competency SR. 15.22(ii)

- Conveyance by train SR. 15.23(i)

- Conveyance of non-railway men SR. 15.22(iv)

- Equipments GR./SR. 15.20

- Persons authorized to place GR./SR. 15.22(i)

- Procedure for working SR. 15.24(xxi) to (xxiv)

- Working inside station limits SR. 15.24(vi)

- Working in track circuited yards SR. 15.24(iv)

Manning of engine in motion GR. 4.20

Manning of points at non-interlocked SR. 3.38(i)

stations

Marker and signs GR. 3.17

Marshalling

Attaching of unit wagon

- in passenger trains SR. 4.34(iv)

- Cranes GR. 4.27, SR. 4.27(ii)( a)(b)

- Damaged vehicle SR. 4.24 (iii)

- Express/Mail train SR. 4.34(iv)

- Four wheeler with rigid wheel base SR. 4.34(v)

- Inspection/officers carriage in SR. 4.24 (i)

Mail/Express/Passenger trains
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- Over dimensional consignment SR. 4.28(iii)

- Position of Brake Van GR. 4.24
- Trailers in rear of Brake Van SR. 4.24(i)
- Trailers in rear of Brake Van in SR. 4.24 (ii)
goods/mixed trains
MATERIAL TRAIN GR. 1.02(39), 4.62
- Dividing SR. 4.62 (viii), 4.63(ii)
- Examination by Train Examiner SR. 4.62(xiii)
- Pushing SR. 4.62(vi), SR. 4.12(i)(a)
- Reception SR. 4.62(vi)(c)
- Speed SR. 4.62(ii)
- Stabling SR. 4.64(i),(ii)
- Workers SR. 4.63(i)
- Working during night SR. 4.62 (vii)
- Written memo SR. 4.62(xii)
Maximum Permissible Speed

- Goods/Mixed trains SR. 4.08(i), SR. 3.78(iii)(b)

Means of Communication SR. 6.02(ii)(1), (iii)(1), .
GR14.01
Minimum equipment of signals at

- Automatic single line GR. 9.04

- Exception GR. 3.33
- Stations with manually operated multiple GR. 3.27
aspect signaling
- Stations with two aspect signaling GR. 3.29
More than one signal on the same post GR. 3.22, 3.06, 3.14, 3.15
Motor lorries SR. 15.25(xii)
Motor trolly GR. 15.18, 15.25
- Equipment GR./SR. 15.20
- Authorised to place GR. 15.25(i)
- Certificate of Competency SR. 15.25(ii)
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- Responsibility of official-in-charge SR. 15.25(iv)

- Conveyance of non-railway servants SR. 15.25(v)
- Attachment to trains SR. 15.25(viii)
WORKING

- in Automatic Block System SR. 15.25(x)(a)

- on single line Absolute Block System SR. 15.25(x)(b)
- on double line Absolute Block System SR. 15.25(xi)(a)
- Following a train/motor trolly SR. 15.25(x)(d)
- Berthing during crossing SR. 15.25(x)c)(1)(ii)(3)
- Track circuited areas SR. 3.68(ii)(c)(4)(i)
- Not in use SR. 15.25(ix)
Movement of trains against the direction GR. 9.13, SR. 9.13(i) to (v)
of traffic in Automatic
Moving of trains carrying passengers after GR. 4.59
it has been stopped at a station
NEUTRAL SECTION GR. 17.02(3)
- warning board SR. 17.07(i),(ii)
Nilagiri Railway

- Patrolling SR. 15.05(1)(a)

- Pushing SR. 4.12(i)(a)(1)
- Caution order-Brakesman SR. 4.09(v)(3)
Nominated station GR. 3.69(1), SR.
3.69(ii)(a),(b)
Non-signalled line despatch GR./SR. 5.11
Non-signalled line reception GR./SR. 5.10
Normal aspect of signals GR. 3.37(2), SR. 3.37(1)
Normal setting of points GR. 3.51(1)
Notices

- Disconnection & Reconnection SR. 3.68(vi)(3), 15.06(i)(c)

Notice station SR. 4.09(iii)(1)(c)

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- Station Master caution order issue SR. 4.09(iii)(2),(a),(b)

- Station Master caution order removal SR. 4.09 (vii)
- Trains from other than Notice Station SR. 4.09(iii)
- Station Master to be advised SR. 15.08(i)(c)(1)
- Fortnightly notice of caution order SR. 15.14(ii)(a)(5)
- Information of defective Gate Stop signal SR. 16.06(ii)(b)
for issuing caution order
- Traction Power Controller to advise SR. 17.02(iii)(a)
emergency feeding
OBEDIENCE TO RULES AND ORDERS GR. 2.06
Obligation to Provide Fixed signals at GR. 3.25
stations
Observation

- of Point indicators SR. 3.49(iii)(b)(2)

- Post SR. 15.18(i)(7)
Obstructed Line Reception GR./SR. 5.09
Obstructing the Block Section

- Class A Single Line GR. 8.08

Obstruction GR. 1.02(43), 6.01
- At level crossings GR. 16.07
- Class B multiple aspect territory outside GR. 8.12
station section
- Class B two aspect territory outside GR./SR. 8.11
station section
- Outside First Stop Signal, Class B Single GR. 8.13
line
- Responsibility of Station Master SR. 6.01(i) to (v)
- Single line, Class A station GR. 8.07
- Single line, Class B station GR. 8.09
- Within station section on class B single GR. 8.10
line
Obstruction on Double Line in Block GR. 8.06
Section
Obstruction on Double Line when train is GR. 8.05
Approaching
Obstruction of Running Lines GR. 5.19
Over Head Equipment GR. 1.02(44)
- Abnormalities SR. 17.09(i),(ii),(iii)
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- Break down SR. 17.09(vi)

- Patrolling SR. 17.03(i)

OHE Ladder Trolly SR. 17.08(ii)

- Competency Certificate SR. 17.08(viii)

- Working SR. 17.08(iii),(iv),(v),(vi)

Oiled Rag SR. 3.51(ii)

Opening of new works outside station SR. 15.06(iii)(15)

limits

Opening of new works within station limits SR. 15.06(iii)(14)

Opening of Temporary diversion of SR. 15.06(iii)(!2)

Bridges
Orientation course in Automatic Block SR. 9.14(ii)
System
Outlying siding GR. 3.35, SR. 3.35(i)

- Aspect of Stop Signals SR. 3.37(ii)

- Disconnection SR. 4.09(i)(1)

- Stop signal defective SR. 3.68(iii)

Overhauling of Interlocking Lever Frame SR. 15.06(iii),(10)(c)(ii)

Overtime payment SR. 3.61(i)(1)(ii)

PARTING GR. 2.11(2)(d), SR. 2.11(i),

GR/SR.6.08, GR. 16.08
Passenger train GR. 1.02(45)

Patrolling of Lines GR./SR. 5.04,15.05

- Diagram SR. 15.05(5a)

Periodical Maintenance Schedule SR. 17.03(iv)

Permit to work on Electrical Equipments GR. 17.04(2)

PILOTING OF TRAINS

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- At Gate Stop Signal without ‘G’ marker SR. 3.73(iii)

- Automatic Block System SR. 9.06(i)(c), 9.14(i)(a)

- Departure from non-signalled road GR. 5.11(2), SR. 5.11(i)

- Loco Pilot passing Automatic Stop SR. 9.02(iii), SR. 9.07|(i)(c)

Signal at "ON"

- During engine pushing SR. 4.12(i)(b)(ii)(11), Note

- During Total Interruption of 6.02(6)(a),(b), SR. 6.02(iii)(7)

Communication when passing through SR.6.02(iv)Important

tunnels Instructions

- Reception on non-signalled SR. 4.09(i)(19), GR./SR 5.10

road/obstructed road

- When detonator exploded or fusee GR. 3.78(ii)(b)

burning

- When Loco Pilot passes reception signal SR. 3.80(i)

at "ON" without proper authority

Placing of

- Stop signals at converging junction GR. 3.20

- Stop signals at diverging junction GR. 3.19

Points GR. 1.02(21), 3.51

- Damaged points SR. 3.51(iii)

- Defective or damaged points SR. 3.77

- Interference with points GR. 3.51(ii)

- Maintenance of work SR. 3.51(vii)(a)

- Manning of points at non-interlocked SR. 3.38(i)

station

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- Normal setting GR. 3.51(1)

- Putting in / Removal GR. 15.16
- Responsibility of Station Master during SR. 3.68(ii)(a)(1)
failure
- Setting and Locking of points GR./SR. 3.38, 3.39
- Setting and Locking of trailing points SR. 3.51(vii)(b), 3.38(ii),(iii)
- Setting of points during crossing / SR. 5.19(ii)(a)
precedence
- Setting of points when Line Clear is SR. 5.19(b)
granted
- Spring loaded GR. 3.50(1), (3)(a),(b),(c),
SR.15.25(x)(b)(c)(ii)
- Testing of signal appliances SR. 3.51(viii)(a)(b)
- Trap points SR. 3.49(iii)(a), SR.
3.50(i)(a)(3)
- When points are trailed through SR. 3.51(iv)
Points affecting movement of trains GR. 3.38
Power Block GR. 17.02(4)
- By Loco Pilots SR. 17.02(vii)
- By more than one official request SR. 17.02(xv)
- By Over Head Equipment official during SR. 17.08(v)
Line Block
- Emergency Power Block SR. 17.02(v)
- Local Power Block SR. 17.02(viii)
- Programmed SR. 17.02(iv)
- Register SR. 17.02(xii)
Precautions

- Before commencing operation which GR. 15.08

would obstruct the line
Private Engine or Vehicles GR. 4.66
Procedure in case of

- Disablement/ accident of One Train Only GR. 13.04

system
Proper Running Line GR. 4.05
Protection

- Assistance in protection of a train GR. 15.10

- Automatic block signalling section GR. 9.10
- By Gateman GR. 16.07
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- By keyman SR. 15.04(i)

- By Patrolman SR. 15.05(6)(2)(a),(b)
- Causeway GR. 15.05(11)(f)
- During high floods SR. 15.05(10)(a)
- Loco Pilot experiencing slack or rough SR. 6.07(i)(a)
running in Automatic Block System
- During parting GR. 6.08(2)
- During Total Interruption of SR. 6.02(iii)(9)
Communication on Double line
- During Total Interruption of SR. 6.02(ii)(19),20
Communication on Single line
- Engineering work in thick or foggy GR. 15.07
weather
- Fire in train SR. 6.10(ii)
- In case of obstruction GR. 3.62
- In One Train Only System GR. 13.04(1)
- Stopped between stations GR. 6.03
- Train dividing GR. 6.09(1),(5)
- Train stopped in mid-section and GR. 6.05
subsequently able to proceed
- Train held up at First Stop Signal GR./SR. 4.44
- Trolley protection outside station limits SR. 15.26(ii)
- Works of short duration GR. 15.09(1)(a),(c), SR.
15.09(iii)(c)
Provision of

- Advanced Starter / Shunting Limit Board GR. 3.32(1)

- Block Section Limit Board GR. 3.32(2)
- Instruments GR. 14.02
Putting Back signals to ON SR. 3.36(ii)
Putting in or removing Points and GR. 15.16
Crossings
RAIL FRACTURE SR. 6.01(i)(c)
Reception and Despatch order Book SR. 3.38(iv)(4)
Reception of a Train

- At non-interlocked station SR. 3.38(vi)

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- At two cabin station SR. 3.40(ii)

- During approach Stop signal failure GR./SR. 3.69, SR. 9.06(i)
- During thick, foggy weather SR. 8.03(iii)
- Engine pushing SR. 4.12
- Non-signalled/ Non-running line GR./SR. 5.10
- Obstructed road GR./SR. 5.09
- Prolonged failure of signals on double SR. 9.12(i),
line automatic block section
- Single line working on double line SR. 6.02(iv), 9.12(iii) part – I
- Total interruption of communication SR. 6.02(ii),(iii)
- Train approaching without authority to SR. 6.06(ii)
proceed or with improper authority to
proceed
- When trains moved against direction of SR. 9.13(iv)
traffic in automatic section
- While approaching with T.912-A SR. 9.12(ii)(8)
REGISTER

Caution order Resister SR. 4.09(viii)(a)&(b)

Complete arrival Register SR. 14.10(iii)
Declaration Register SR. 5.06(i)(c),(d) & (e)
ON and OFF duty Register SR. 4.04(ii)
Private Number Exchange Register GR./SR. 16.03(iii)(a)(iii)(2)
Point Indicator Register SR. 3.49(iii)(b)(1)
Power Block Register SR. 17.02(xii)
Signal Failure Register SR. 3.68(vi)(2)
Station Detonator Register SR. 3.61(i)(o) & (p)
- For receipt use and testing SR. 3.64(vi)
Train Signal Register GR./SR. 14.07
- Arrival & Departure of night patrolman SR. 15.05(7)(b)
- Issue of caution order SR. 4.09(iv)(h)
- Line Block message in Train Signal SR. 15.06(18)(6)
Register
- Signal post telephone message SR. 5.09(iii), 3.69(xi)
- Station Master incapacitated Guard to SR. 14.08(ii)(1)(A)(ii)
make red ink entry
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- Train arriving with T. 1408 Guard / Loco SR. 14.08(i)(4)(b)

Pilot to sign Train Signal Register
- When running line is occupied SR. 5.19(i)
REPORTING

Accidents by Guard and Loco Pilot SR. 6.05(ii)

Defective Points GR. 3.77(1)
Defects in signals GR. 3.74, 3.85, 9.11
- Gateman GR. 16.06(b), SR. 16.06(iii)(a)

- Guard and Loco Pilot SR. 3.73(i),(iii)

- Station Master GR. 3.68(1)(d)(2), SR.

3.68(vi)(1)
Fusee burning – explosion of Detonator - GR. 3.78(2)
by Loco Pilot
Loss of token by Loco Pilot SR. 6.06(iii)
Neglect of duty GR. 5.05
Passing Intermediate Block Stop signal at GR. 3.75(3)
"ON" – by Loco Pilot
Rough or slack running by Loco Pilot SR. 6.07(i)(a)
Roundel breakage SR. 3.68(vii)
Track misalignment or distortion SR. 6.08(vii)
Reporting by any railway servant GR. 2.11(1)(b)
Reporting by Guard and Loco Pilot when GR. 6.06(3)
train in block section without Authority to
Proceed
Reporting for Duty – Guard/ Asst. Guard SR. 4.04(i)
Report of Sighting Committee SR. 3.26(ii)
Report of Station Master to Divisional SR. 6.06(i)(b), 14.08(ii)(5)
Railway Manager
Report of Traffic Inspector to Divisional SR.6.02 (ii)(23), (iii)(13),(iv)(17)
Railway Manager SR.9.12(i)(11), (iii)(15) (iv)(21)
SR.9.12(iii) Part II(d)(iii)
SR.9.12(iv)(21)Part II
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RESTARTING MEMO

- Passing approach Stop Signal at "ON" SR. 3.80(i)

without proper authority

- Passing departure Stop Signal at "ON" SR. 3.81(ii)

without proper authority

- Train entering block section without SR. 6.06(i)(a)(b)(c)(d)

authority to proceed

Ringing of station bell SR. 4.35(iii)(a), 5.01(ii)

Rough journal book SR. 3.69(xi), 5.09(iii), 4.19(ii)

Rule books

- Assistance in observance of rules GR. 2.04

- Knowledge of rules GR. 2.03

- Obedience to rules and order GR. 2.06

- Supply GR. 2.01, SR. 5.02

- Upkeep GR. 2.02, SR. 5.02

Running line GR. 1.02(47)

Running train GR. 1.02(48), GR.4.25

SAFETY CERTIFICATE SR. 15.06(iii)(5)

Safety radius SR. 3.61(i)(g), 3.64(iv)(g)

Sand Hump GR. 3.40(4), 5.19(2), 9.06(3)

Scotch Block SR. 3.50(i)(a), 5.23(ii),

6.05(i)(b)

Securing of Gates at Level Crossing SR. 16.02(ii)

Securing of Vehicles GR./SR. 5.23, SR. 5.19

- Trains SR. 6.05(i)
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Security patrolling SR. 15.05(i)(d)

Setting watch GR. 4.03
Sheet time table GR. 5.02(c)
Short titles GR. 1.01(1),(2)
Shunting GR. 1.02(49)
- Allowing of an engine on a line occupied SR. 5.13(iv),(v)
by a passenger carrying train
- Backing of trains SR. 5.14(vii)
- Control GR./SR. 5.13
- Crossing of three trains with two running SR. 5.16(i)
lines
- Drawing of a train to an advanced GR. 5.18
position at night
- During disconnection works SR. 15.06(i)(d)
- Fly shunting SR. 5.21(iii)
- Hand shunting SR. 5.14(v), 5.19(iv), (v), .
SR.5.20(i) to (vi)
- Hand signals GR. 3.56
- In the face of an approaching train GR./SR. 8.09
- Loose shunting GR./SR. 5.21, SR.5.20(vii)

- Movement of an engine from and to loco SR. 5.14(viii)

shed
- Near Level Crossing GR. 5.17
- Observing point indicator SR. 3.49(iii)(b)(2)(g)
- Outside First Stop Signal on single line GR. 8.13
Class B
- Responsibility GR. 5.14, SR. 5.14(i)(a)
- Shunting authorities GR./SR. 8.15
- Shunt key SR. 8.15(ii)(c)(2) & (3)
- Shunt metal token SR. 8.15(ii)
- Shunting on gradient GR. 5.20
- Single line with two aspect signals GR./SR. 8.11
Shutting off power GR. 4.55
Side Lamp/Light GR. 4.15, 4.34(c), SR.
4.24(v), SR.4.41(i), 4.56(i)(c),
5.23(v), SR.6.02(i) (ii),
6.03(iii)(1)
Sighting Committee SR. 3.26(i),(ii)
SIGNALS

- Advanced Starter GR. 3.10

- Failure-Duties of Station Master GR./SR. 3.70
- Duties of Loco Pilot GR./SR. 3.81
- Provision GR. 3.32(1)
- Sequence of operation SR. 3.10(i)
- Starting of train beyond Advanced SR. 3.10(ii)
Starter
- Station section single line GR. 1.02(54),(1)(b),(2)(b)
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- Shunting in the face of an SR. 8.09(ii)

approaching train
- Aspect and indication SR. 3.01(i)(a),(b)
- Automatic Stop signal GR. 3.12(1)(a)
- Automatic change of sequence of GR. 9.16
aspects
- Conditions to assume "OFF" aspect GR. 9.01(1)(c)(i)
on double line
- Aspect on single line GR. 9.03(1)(f)
- Loco Pilots to report when passed at GR./SR. 9.11
"ON"
- Failures of all signals SR. 9.12(i)
- Failure of all signals and SR. 9.12(iv) Part – I & II
communications
- Procedure to pass at "ON" GR./SR. 9.02, 9.07
- Provision of marker GR. 3.17(1)
- Signalling arrangement GR. 3.12(2)
- Block Hut GR. 1.03(2)
- Closing of Block Hut SR. 6.02(iv)(4)
- Conditions for granting Line Clear GR. 8.04
- Bobbing or flickering SR. 3.74(i)
- Calling on signal GR.3.13
- Calling on signal in Automatic GR. 9.14(3)
section
- Condition for taking "OFF" GR. 3.45
- Defective signal SR. 3.69(ii)(a)
- Departure signal defective GR. 3.70(4)
- Description and indication GR. 3.01
- Duties of Loco Pilot GR. 3.79, SR. 3.79(1)
- Painting of signal arm GR. 3.04
- Passing departure Stop signal at "ON" GR. 3.81(1)(b)
- Placing of Calling – on signal GR. 3.22
- Reception on an obstructed road GR. 5.09 (2)(a)
- Calling out the aspects of signals by GR.3.83
engine crew
- Co-acting signal

- Description and provision GR. 3.15

Distant signal GR. 3.07
- Aspect and indications GR. 3.07(3)(4)
- Combining with Gate Stop signal and GR. 3.07(7)
last Stop signal
- Defective when Home signal fails SR. 3.69(i)(a)
- Disconnection SR. 15.06(ii)
- Fails in "OFF" position GR. 3.71(1),(2),SR.
4.09(i)(19)
- Failure of Gate cum Distant SR. 3.73(iv)
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- Gate cum Distant signal without G SR. 3.34(i)

- Inner Distant GR. 3.07(6), SR. 3.07(i)
- Marker plate in colour light GR. 3.17(1)
- Stopping out of course SR. 3.48(i)
- Without light in colour light GR. 3.74(2), SR. 3.68(i)(c)
- Fixed Stop Signal in automatic area GR. 3.12
- Additional fixed signals GR. 9.05
- Fixed signals in single line GR. 9.04
Gate Stop Signal

- Combining with Distant signal GR. 3.07(7)

- Condition for taking "OFF" GR. 3.44
- Loco Pilot’s responsibility GR./SR. 3.73
- Gateman’s responsibility SR. 16.06(ii)(c),(iii)(a)
- Station Master’s responsibility SR. 16.06(ii)(b),(iii)(b)
- Taking "OFF" during shunting GR./SR. 5.17
- Description and provision GR. 3.34(1)
- Provision of ‘G’ marker GR. 3.34(2), SR.
3.34(i),(2)
Gate Stop signal in Automatic area

- Passing at "ON" GR./SR. 9.15

- General use GR. 3.01
- Home signal GR. 3.09
- Automatic single line GR. 9.04
- Condition for taking "OFF" GR./SR. 3.40, GR.
9.06(1)
- Failure in Automatic SR. 9.06(i)
- Goods Home Signal taken "OFF" for SR. 4.05(ii)(a)
passenger train
- Home signal at Intermediate Block GR. 3.11
Post
- Home signal Working Outer signal SR. 3.69(viii)
Defective
- Not to be used for shunting GR. 3.46(1)
- Provision of single arm Home signal GR. 3.19
- Provision of two Home signals on the GR. 3.22
same post
- Station section in two aspect single GR. 1.02(54)(1)(b), (a)
line double line
- Sopping out of course SR. 3.48(i)
- In rear of, In advance of SR. 3.01(i)(c),(d)
- Intermediate Block Post GR. 1.02(31)
- Intermediate Block Signalling GR. 1.02(32)
- Intermediate Block Stop signal GR. 3.11
- Closing of Intermediate Block post GR. 3.75(4), 14.14
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- Procedure to pass at "ON" GR. 3.75

- Provision of marker GR. 3.17(1)
- Kinds GR. 3.02
- Last Stop Signal GR. 1.02(34)
- Authority to proceed GR. 14.08(a)
- Calling-on signal not to be provided GR. 3.13(2)
Conditions for taking "OFF"

- Automatic Block System GR. 9.06(2)

- Absolute Block System GR. 3.42
- Failure GR. 3.81(3), SR. 3.70(i)
- Not to be used for shunting GR. 3.46(1)
- Station section double line GR. 1.02(54)(1)(a),(2)(a)
- Manual Stop signal GR. 3.12(1)(c)
- Authority to pass Home/LSS at "ON" SR. 9.06(i)(e), 4.14(i)(a)
- Conditions for taking "off" Home GR. 9.06(1),(3)
- Conditions for taking "off" Last Stop GR. 9.06 (2),(3)
Signal
- Minimum equipment in single line GR. 9.04 (a)
- outer Signal GR. 3.09(1),(2),(3)
- Conditions for taking "OFF" GR. 3.41
- For shunting GR. 3.46(1)
- Home signal defective Outer signal GR. 3.69(4)
treated as defective
- Outer signal defective Home signal GR. 3.69(viii)
working
- Shunting upto Outer signal GR./SR. 8.11
- Placing and painting of arms GR. 3.04
Reception Stop signal failure

- Duties of Loco Pilot GR./SR. 3.80

- Duties of Station Master GR./SR. 3.69
- Repeating signal GR. 3.16
- Banner type SR. 3.16(i)
- Colour light type GR. 3.16(5)
- Markers provided GR. 3.17(1)
- Semaphore arm type GR. 3.16(4)
- Routing signal GR. 3.09(4)
- Defective SR. 3.69(v) Note, Note
under SR.3.69 (i)(a)
- Semi Automatic gate Stop signal GR. 3.17, SR 9.15(i)
- Procedure to pass at "on" GR. 9.15
- Report by Loco Pilots when ‘A’ marker SR. 9.15(ii)
light is not burning
- Semi-Automatic Stop signal GR. 3.12(1)(b)
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- Authority to pass when signals alone failed SR 9.14(i)(a),(b)

SR.9.12(iii) Part I (10)(b),
SR9.12(iv)Part-I (6)(iii),
-During single line working on double line
SR.9.12(iv)Part-II(2)(d)(ii)(3)
- Functioning SR. 9.14(i)(c)
- Procedure to pass at "ON" GR. 9.14, SR. 9.14(i)(a)
- Provision of marker GR. 3.17(1)
- When signals & communications SR. 9.12(ii)(8), 9.14(i)(a),(b)
have failed
- Shunt signal GR. 3.14 (1)
- As an authority for shunting in block GR. 8.15
section
- Aspect and Indication GR. 3.14(8)
- Failure of Shunt signal SR. 3.68(ii)(7)(b)
- Placement GR.3.14(3),(4)
- Position of light when placed below GR. 3.14(6)
Stop Signal
- Purpose GR. 3.14(2),(5)
- Starter for shunting GR. 3.46
- Substitute for shunt signals GR. 3.14(7)
- Types of Shunt signal GR. 3.14(8),(9) & (10)
- Vehicles to stand clear of Shunt SR. 5.13(ii)
signal
Starter signal

- A line not provided with Starter GR. 5.11

- Dispensing with Starter GR. 3.33(c)
- Goods trains to Stop at Starter SR. 4.58(ii)(a)
- Kinds of fixed Stop signals for GR. 3.10, 9.04
departing trains
- Sequence of operation SR. 3.10(i)
- Shunting usage GR. 3.46(2),
- Shunting when Starter is last Stop SR. 8.15(ii)(c)
signal
- Starter GR. 3.10
- Starting of a train beyond Starter SR. 3.10(ii)

- Stopping out of course GR. 3.48

- Taking "off" for more than one train at GR. 3.47
a time
- Use of night signals by day GR. 3.03
Warner signal GR. 3.06
- Aspect and indications GR. 3.06(5)
- Below a Stop signal failed GR. 3.71(1)(b)
- Conditions for taking "OFF" GR. 3.43
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- Failed in "OFF" GR. 3.71(1)(a), SR.

4.09(i)(17)
- In colour light without light GR. 3.74(2) SR. 3.68(i)(c)
- Of Intermediate Block Stop signal GR. 3.17(2)
failed in "off"
- On a separate post in colour light GR. 3.17(1)
marker
- Provision on Class B GR. 3.29(b)
- Stopping out of course GR. 3.48
- Unworked Warner GR. 3.06(8)
- Warner for Gate Stop signal GR. 3.06(7)
- Without light GR. 3.74
Signal Cabin GR. 5.04
Signals at Level Crossing GR. 3.34
Signal failure

- Loco Pilot’s responsibility GR./SR. 3.81

- Station Master’s responsibility GR./SR. 3.68, 3.69, 3.70
Signal repeater SR. 3.23(i)(b)
Single line working on Double Line SR.6.02(iv), 9.12(iii),9.12(iv)
15.06(iii)(19)(2)
Slack / rough running SR. 6.07(i)
Slip siding GR./SR.3.50
- Advanced Starter protecting SR. 3.81(i)(b)
- Points defective-procedure SR. 3.81(i)(c)
- Shunting on gradients GR. 5.20(a)
Snag dead end GR. 5.19(2)
Special instructions GR. 1.02(50)
Spectacles GR./SR. 4.19
Sprags GR. 5.20, 6.08(2), SR.
5.23(vii), SR.6.05(i), 6.10(i)
Sounding of Engine whistle GR. 4.50
Standard time SR. 4.01
Starting a train GR./SR. 4.30, 4.31, 4.32,
4.33, 4.34, 4.35
Starting and stopping of trains GR. 4.49
Starting Permit SR. 3.10(iii), 5.01(a)(2),
5.12(i)
station diary SR. 5.23(v), 15.05(7)(b)
- Arrival and departure of patrolman at SR. 15.05(7)(b)
flag stations.
- Handing over caution order SR. 4.09(vii)(2)
- Handing over when block section is SR. 14.07(i)(c)
occupied
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- Obstruction of running line SR. 5.19(i), 5.23(v)

- One train only system SR. 13.03(iii)
- Signal inspection to test signal SR. 3.51(viii)(a), (b)
- Signal roundels breakage SR. 3.68(i)(b)
- Testing of signals SR. 3.36(i)(b)
Station limit GR. 1.02(52)
Station section GR. 1.02(54)
Station section post Note Under GR. 1.02(54)
Station Working Rules GR./ SR. 5.06
- Condition for Taking "OFF" signals SR. 3.40(i)
- Ensuring complete arrival or run SR. 14.10(iii)(c)
through train
- Jurisdiction of station yard SR. 3.40(ii)(6)
- Movement of electric rolling stock on SR. 17.02(ii)
unwired track
- Programmed Power Block SR. 17.02(iv)
- Shunting in automatic area SR. 9.13(v)
- Shunting in the face of an approaching SR. 8.09(ii)
train
- Signal post telephone procedure SR. 3.69(xi), 5.09(iii)
- Special Class station SR. 1.03(i)
- Terminal yard SR. 3.38(iii)

- Working of slip siding points when SR. 3.81(i)(c)

defective
Stoppage of trains out of course GR./SR. 3.48
Subordination of guards at stations GR. 4.37
Subsidiary rule GR. 1.02(55)
Supply of rule book GR. 2.01, 5.02
Supply of working time table GR. 4.07
System of working GR. 1.02(56), GR. 7.01
Tail board of tail lamp GR./SR. 4.16
Tail & side lights GR. 4.15
Taking alcoholic drinks GR./SR. 2.09
Temporary neutral section SR. 17.07(ii),(iii)
Testing of telephone sockets SR. 17.03(iii)
Time of attendance for train crew GR.4.04
Time of running for lorry GR. 15.24
Token lost on run GR. 6.06(3), SR. 6.06(iii)
Total interruption of communications on SR. 6.02(ii)&(iii)
single line & double line
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Total interruption of communications SR. 6.02(ii)

when single line working on double line
Tower Wagon GR. 17.08
- Speed SR. 17.08(i)
Track circuit GR. 1.02(57), 9.01, 9.03,
14.01 SR.6.02(ii) &(iii)
- Failure SR. 3.68(ii)(c)(1)to(4)
(6)&(7)
Track indicator SR. 3.68(ii)(c)(1)
Track maintenance machine GR./SR. 4.65
Traffic Block GR. 17.02(2), SR. 17.09(v)
Traffic Block-Emergency SR. 17.09(iv)
Train held up at First Stop signal GR. 4.44, SR.3.69(xi)
Train Message Book SR. 14.08(i),3(a),
SR.15.06(iii)(18)(6)
Trains unusually delayed GR./SR. 6.04
Transmission of signals GR. 14.05, 14.15
Travelling crane GR./SR. 4.27
Tripping of circuit breakers of GR. 17.07, SR. 17.07(i), (ii)
Locomotives & EMUs at neutral & (iv)
section
Trolley

- Certificate of competency SR. 15.22(ii)

- Conveyance by train SR. 15.23(i)

- Conveyance of non-railway men SR. 15.22(iv)

- Equipment GR./SR. 15.20
- Following one another SR. 15.24(xix)
- Persons authorised to place GR. 15.22, SR. 15.22(i)
- Protection SR. 15.26(i),(ii)
- Speed SR. 15.24(xx)
- Working in Automatic Block sections SR. 15.24(iii)
- Working on form T.1524 – B during SR. 15.24(ii)
night
- Working in track circuited yards SR. 15.24(iv)
- Working under block protection SR. 15.24(i)(a)(b)&(c),
SR15.24 (x) & (xi)
- Working under caution order SR. 15.24(i)(a),(b)
protection SR.15.24(xii)&(xiii)
- Working without block or caution SR. 15.24(i)(b)
order protection
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Two cabins reception & despatch SR. 3.40(ii)

Unsafe condition of bunds of tanks SR. 6.07(ii)
or rivers
Unwired track SR. 17.02(i)
Upkeep of the copy of rules GR. 2.02
Use and operation of Block Working GR. 14.26
Equipment
Use of One Train Only System GR. 13.01
Vehicles escaping from station GR./SR. 6.11
Visibility test object GR./SR. 3.61(i)(a)
Visibility test post SR. 3.61(i)(c)
Warning to staff and public GR. 17.05
Whistle code SR. 4.50(i)
Works of long duration SR. 15.09(iv)
Works of short duration SR. 15.09(i),(ii) & (iii)
Work in thick, foggy or tempestuous SR./SR. 15.07
weather
Work involving danger to trains or GR. 15.06
traffic
Writing and signing of messages GR. 14.19
and written authorities to proceed
Zero adequate distance SR. 3.38(iii)